US Army Air Forces Aircraft Markings and Camouflage 1941-47

US ARMY AIR FORCES AIRCRAFT MARKINGS AND CAMOUFLAGE 1941-1947

The History Of USAAF Aircraft Markings, Insignia, Camouflage, And Colors

Robert D. Archer Color Illustrations by Victor G. Archer

...__,__........."T • ARCHER

u

ARMY AI FO CES

AIRCRAFT MARKINGS AND CAMOUFLAGE 1941-1947 Color Illustrations by Victor G. Archer

The History Of USAAF Aircraft Markings, lnsignia, C 0 tlage, And Colors.

ACKNOWLEDGMENTS Research on this history of the USAAF Aircraft .Camouflage, Markings and Colors started in the early 1960s, and received official help 1965 onward, from the US Air Force. Maj. Larry Brown, Col. C. V. Glines, Maj. Paul K. Kahl, Lt. Col. Mary Mackie, and Lt. Col. Robert A. Webb, all gave the support needed to get the research going and obtained many of the required photographs. At the USAF Museum, Dayton, Ohio, Royal D. Frey provided facilities to copy the huge number of documents to support the research. Other personnel providing help at the various government agencies included A. Essenpreis, Virginia Fincik, John W. Gross, Raymond K. Loberg, Wilber J. Nigh, Gary D. Ryan, Edward Shirley, and John E. Taylor. Many photographers and collectors helped to provide the large number of black and white photographs and color slides seen in this volume. These include the late Col. Robert L. Baseler, USAAF, Maj. Jack M. Elliott, USMCR (ret); Gene Gilmor who g~e me the

run of the March AFB Museum files; Harry Gann; Gerry R. Markgraf who provided a large number of color slides from the collection of R. B. Starinchak; William L. Swisher, who also sent many others taken by F. Schertzer, Peter M. Bowers, and the late Gordon S. Williams; Paul Talbott of Delta Air Lines; and Nick Williams. Of these, Harry Gann, William L. Swisher, and Paul Talbott, all responded to urgent last-minute calls for many photographs needed to fill out the coverage required. Many friends provided the necessary support to keep this work alive over such a long period; they include the late Richard L. Sloan, William B. Larkins, Terry R. Waddington" Harry Gann, Gerry Markgraf, Walter M. Jefferies, Jr., and Greg Krasel. None of the above help would have prevailed without the total support of my wife Patricia, and my son Victor, throughout the last many years. Special thanks to Victor for his color graphic illustrations that have helped to make this work a really accurate and colorfulone. To each and everyone of you, my thanks.

Book Design by Ian Robertson. Copyright © 1997 by Robert D. Archer. Library of Congress Catalog Number: 96-71971 All rights reserved. No part of this work may be reproduced or used in any forms or by any means - graphic, electronic or mechanical, including photocopying or information storage and retrieval systems - without written permission from the copyright holder. Printed in Hong Kong. ISBN: 0-7643-0246-9 We are interested in hearing from authors with book ideas on related topics.

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CONTENTS

Introduction

~

6

Chapter 1

1941 Formation of the USAAF and response to attack in the Pacific

10

Chapter 2

1942 The first full year of combat..

56

Chapter 3

1943 The struggle for Air Superiority in Europe, North Africa and the Pacific

109

Chapter 4

1944 Air Superiority is gained over Europe and the Pacific

179

Chapter 5

1945-1947 The war is won and the USAAF returns to peace

243

Chapter 6

Combat Aircraft Distinctive Markings, Invasion Stripes, and Unit Insignia

293

Chapter 7

Standard Color Shades, Development and Usage, and Color Chips\

318

Appendix A

Aircraft Designation System

334

Appendix B

Aircraft Maintenance Markings

338

Abbreviations

341

Index

343

Introduction

This volume covers the history and development of how and why the US Army Air Forces finished and marked their aircraft, between 1941 and 1947. The US Army Air Forces was formed out of the earlier unsatisfactory command structure, when in March 1941, the Secretary of War, Henry L. Stimson, directed that action be taken to place the existing Air Corps and Army Air Force Combat Command (which had replaced the earlier GHQ Air Force) under one command. Shortly after this, he revived the office ofAssistant Secretary of War for Air; the new secretary, Robert A. Lovett, proceeded to promote increased aircraft production and to streamline the Army air arm. The resulting reorganization created the new Army Air Forces (note the plural form of the title) on June 20,1941 with General H. H. Arnold appointed as its Chief, directly responsible to the Army Chief of Staff. The new AAF was superior to the Air Corps and the Air Force Combat Command. Under Arnold, Maj. Gen. George H. Brett, the new Chief of the Air Corps, and Lt. Gen. Delos C. Emmons, commanding general of the Air Force Combat Command, were made responsible for service and combat functions, respectively. However, it soon became apparent that there were still defects in the new organization, but it was not until early in 1942 that these were finally rectified by making the AAF a virtually autonomous force within the War Department. These changes bad been made possible by official recognition of the major part airpower had played in the Nazi conquest of Europe, and the Japanese attack on Pearl Harbor. As a result, a new War Department Circular, No. 59, was issued on March 2,1942, effective on March 9,1942. This abolished the Army GHQ, and placed theAAF on the same level as the ground army, if not as that of the Army itself. The earlier Office of the Chief of the Air Corps and the Air Force Combat Command were abolished. Despite this new directive, Gen. Arnold still obtained most of his authority, as head of an all-but independent air force, from being a member of the American-British Combined Chiefs of Staff (CCS) and the American Armed Forces Joint Chiefs of Staff (JCS), formed in February, 1942. However, this new command structure did get theAAF a position commensurate with its growing size and power. This resulted

in Gen. Arnold and the AAF assuming a role in the war effort far greater than that prescribed in War Department Circular No. 59. This finally reached a point where the AAF reached a quasi-equality with the Army and Navy, as compared to its actual legal status of equality with the Army ground and service forces. Very rapid growth of the AAF resulted in the formation of no less than sixteen separate Air Forces world-wide. First of these were the Northeast, Northwest, Southeast, and Southwest Air Forces, within those areas of the continental USA. These soon became the First, Second, Third, and Fourth Air Forces. The Fifth, Seventh, Tenth, Thirteenth, Fourteenth, and Twentieth Air Forces served in the Chinese-Burma-Pacific theaters; the Eighth, Ninth, Twelfth, and Fifteenth in the Europe-Mediterranean theaters; the Sixth in the Panama Canal Zone, and the Eleventh in Alaska. The Eighth Air Force was re-deployed to the Pacific theater in 1945, after the end of the war in Europe. Other specialized commands were eventually formed, including the Technical Training Command and the Flying Training Command (these were later merged into a single Training Command), Air Corps Maintenance Command, and the Air Corps Ferrying Command (this eventually became the Air Transport Command). At the peak of its strength, theAAF had no less than 2,411,294 men in service, and 78,757 aircraft in its inventory. There were no less than 243 active groups in service by April 1945, and 224 of these were overseas. After the end of the war, the reduction in strength was very rapid and only 303,600 men remained in the service by May 1947. Less than four months later the AAF was replaced by the new, independent, US Air Force, on September 18, 1947. Planning for this event had actually begun in 1943, but it took all of this time before the Air Force finally became an equal partner with the Army and Navy. To make the subject matter of this volume more manageable and understandable, it has been broken down into seven chapters and two appendices. Chapter 1 covers 1941, Chapter 21942, Chapter 3 1943, Chapter 4 1944, Chapter 5 1945-1947. Each of these chapters fully covers, in chronological order, the development of standard aircraft color schemes and finishes, development of camouflage color schemes and finishes, evolution of the national insig-

6

Introduction nia, the markings for airplanes and airplane parts, unit insignia and tactical markings, and the evolution of standard color shades. Chapter 6 covers briefly the development of the colorful Combat Aircraft Distinctive Markings for the Eighth Air Force in England, the special SHAEF "Invasion Stripes, and Unit Insignia". Chapter 7 covers the development and usage of the standard USAAF aircraft color shades. Appendix A covers the aircraft designation system used throughout the life of the AAF, and Appendix B covers the various aircraft maintenance markings used. Photographs and color drawings have been included in each chapter and appendix, where applicable, to illustrate the application of the requirements to aircraft. Some photographs also illustrate mistakes or incorrect application of the requirements. With the vast number of aircraft used by the AAF, it is only possible to display a representative selection of their photographs, and the reader should also make use of the large number of titles published on the AAF for further reference. However, much incorrect or misleading information has been published on the subject of this book; readers are advised to use their discretion and make use of the official information contained in this volume. All of the data in the text has been extracted from a huge variety of official documents, specifications, technical orders, memorandum, etc. produced by the AAF during the period covered by this volume. The AAF used a logical, uniform numbering system for all of its specifications, and all of the earlier aircraft ones fell into category 98-XX or 99-XX. The official nomenclature has been used throughout, including the various changes it went through. To save space, the reference "Specification Number" has been shortened to "Spec.". In contrast to many other publications on this specialized subject, the author has given the full text of the main official documents. This allows the reader to follow the requirements laid down for USAAF personnel to follow, and those levied on the huge number of manufacturers involved during the war. In many of these requirements, the needs of our Allies also had to be considered and, indeed, there were many joint committees formed for just such needs. Most of the time, the new USAAF cooperated very closely with its chief ally, the older British Royal Air Force, to their mutual benefit. However, as one reads the history of these events, it becomes apparent that there were two areas in which there appears to have been a degree of unwarranted chauvinism on the part of certain USAAF personnel. The first one was the tremendously slow effort to use white camouflage on the Anti-Submarine Command's aircraft, like the RAF Coastal Command had been using very successfully for some time. In fact, the white scheme was not adopted until just before the USAAF handed over this duty to the US Navy. The second area was the paint and colors to be used on the USAAF long range, high flying, Lockheed F-5 reconnaissance aircraft. Much effort was expended on the so-called haze paint schemes, but in the end various synthetic blue colors were used. This was despite the existence of well-developed color schemes in use by

7

the RAF for the same duties. The discrepancy in this area is heightened by the later use of totally undocumented blue colors on various Consolidated F-7 (B-24 modified) aircraft for use in the Pacific. These color discrepancies were all the more surprising in view of the existence of the joint Army-Navy committee that issued the joint ANA 157 and 166 color bulletins. However, such events were very unusual, and contrary to the normal cooperation in effect until the end of the war. To avoid confusion, all dates have been converted to the month/ day/year format. Some of the official nomenclature may seem strange, such as the use of the French word "cocarde" for the "starin-circle" insignia in Specification 24114 of October 1940, but this was the official term used until the issue of the joint Army-Navy Spec. AN-I-9 in 1943. To fully understand the use of the official documentation, it is necessary to realize that specifications were mandatory for use by both contractors and the service, while technical orders and technical instructions were only applicable within the service. However, waivers or deviations could be obtained by contractors in specific situations, when agreed to by the service. Although all of the specifications, etc., are dated, it did not necessarily mean that the requirement went into effect immediately, unless a mandatory compliance date was included. Effects of this lag in applying requirements are called out in the text, where known. To clarify and coordinate the mass of data generated between 1941 and 1947, charts covering the specifications, technical orders, color specifications, etc., issued during each year, will be found near the front of Chapters 1 through 5. These charts allow complete correlation of all of the service marking and color requirements for any given period, as detailed in each of the Chapters. To make it easier to find specific references in the text, many sub-headings indicate the more important data in all chapters. To save space, and endless repetition, several have been used in the captions to the photographs; these will be found in the list of abbreviations. The publisher has decided to print the numerous standard USAAF color shades, rather than using inserted color chips. Every effort has been made to make the printed color shades as accurate as possible: those whose needs require the highest possible accuracy in color shades are requested to contact the author, via the publisher. The author is aware that it has not been possible to include all of the available data in this volume; for example, it was found that the data for the section on the very colorful Combat Aircraft Distinctive Markings was so extensive that, after consultation with the publisher, it was decided to publish it later, as a separate work. Nevertheless, the author believes that this work covers a subject long demanding this kind of attention and has done his best to satisfy the objective; any errors that may be in this volume are his responsibility. He hopes that the reader will enjoy the volume and that they will inform him of any corrections or additions that may come to light.

u.s. ARMYAIR FORCES

8

USAAF

TIME LINE

NATIONAL STAR INSIGNIA

1941 USAAF Established June 20,1941 Lt.Gen.H.H. Arnold, Chief Pearl Harbor December 7, 1941

Insignia Spec. no. 2411 02-K July 20, 1941 to May 28, 1942

1942

Allied invasion of North Africa November 8, 1942

Insignia Spec. nO.24102-K Amend. #3 May 28, 1942 to June 29,1943

1943

Italy surrenders September 8,1943

Variation with 2 inch yellow outline, 8th AF. op. memo no. 9, October 1, 1942 Also used in North Africa.

1944 D-Day June 6, 1944 Paris liberated August 25, 1944 Battle of the Bulge December 16, 1944

1945

Insignia to AN-I-9a June 29,1943 to August 14, 1943

Germany surrenders May 8,1945 Japan surrenders August 14, 1945

1946 Gen. H.H. Arnold retires

Insignia to AN-I-9b August 14, 1943 to January 14, 1947

Gen. C.A. Spaatz takes over February 9, 1946

1947 USAAF becomes US AIR FORCE September 26, 1947

Insignia Spec. no. AN-1-9b, Amend.#2 January 14, 1947 to September 26, 1947

Robert D. Archer

Robert D. Archer spent his early years in Bristol, England. He kept extensive notes on the color schemes and markings to be seen on the huge variety of aircraft at Filton Airfield from 1936, until the outbreak of war in 1939, beginning a life-long interest in aircraft color schemes. He entered the aircraft industry as a design engineer in 1942, working for Napier's on the Nomad, Naiad, and double-Naiad engines: at English Electric on electrical control systems; and at Supermarine on the Swift series, and Types 525 and 545. He was elected an Associate Member of the Royal Aeronautical Society in 1954, and was active in the Air Training Corps and the Royal Observer Corps of the Royal Air Force until he left England in 1954 to join Canadair, Canada, on the CL-28 program. He was brought to California in 1956 by Northrop and worked on the T-38, F-5, Lockheed Electra and the McDonnell F-4 prototype. In 1964 he joined Douglas Aircraft at Long Beach, initially in military advanced design. He worked on the control systems of the KC-10 and MD-80, made a special review of the F-15 flight control system, and completed his service as a manager on the fly-by-wire control system of the C-17. For a brief period he worked at Lockheed Aircraft, as a project engineer on the WP-3A and NKC-121K programs. In 1966, the USAF granted him the then necessary secret clearances to research all of the files concerning the subject of this volume. He was the only non-service person granted this privilege. This has ensured the accuracy and depth of the material presented herein, much of it for the first time. Over the years, he has contributed to various publications, such as Interavia, Flight International, Space/Aeronautics, Jane's All The World's Aircraft, and the American Aviation Historical Society Journal, and wrote a book covering the development and service use of the Republic F-105 Thunderchief. He was a founding member of the American Aviation Historical Society, serving for many years on the editorial board of the Journal, and was a director for a short time. He

is a member of the Air Force Association and is also a founding member of the US branch of the International Plastic Modelers Society, and contributed scores of articles to several scale model magazines. After 49 years in the aviation industry, he retired in 1991. His most recent work was the Monogram U.S. Army Air Service and Air Corps Aircraft Color Guide, a definitive reference work covering the period between 1908 and 1941, published in 1995.

9

1 1941 F ormation of the USAAF and Response to Attack in the Pacific The USAAF was formed after the war in Europe had been underway for more than twenty-two months, and it became obvious that it was only a matter of time before the USA became involved. By then, Nazi Germany had conquered Poland, Belgium, Holland, Norway, Denmark, and France, leaving only Britain to fight back alone. Unable to defeat the Royal Air Force in the summer of 1940, Hitler abandoned his plans to invade England and began an all-out bomber campaign to force the British to come to terms. Meanwhile, he planned a huge offensive in eastern Europe against his erstwhile partner, the Soviet Union and finally launched this on June 22, 1941 (this was two days after the formation of the USAAF). However, Gen. Arnold, commander of the new USAAF, had foreseen the need for a huge expansion of the air forces and planning for just this had been taking place for several years. A great

Fighters Heavy bombers Medium bombers Light bombers Reconnaissance Transports Trainers

Grand Total

1,018 120 611 292 415 144 4,124 6,777

deal of cooperation had taken place with the British and many Air Corps aircraft had been sent to Britain though, obsolete as they were, their only effective use was in training. More importantly, a small force of B-17 heavy bombers in the RAF saw action over Germany and revealed many shortcomings. Re-design of the type into its B-17E version turned it into an effective heavy bomber which was to become the mainstay of the air war against Germany for the next four years. Among the most important plans laid by Gen. Arnold was those for a huge training effort at all levels, resulting in a disproportionately large number of trainer aircraft to combat types. He also pushed the small American aircraft manufacturing base into a huge expansion of new plants all over the USA. The results of this are seen in the table showing the strength of the USAAF. When formed on June 20, 1941, it had the following totals of the main types of aircraft:

(P-35, P-36, P-38, P-39, P-40, P-43) (B-17, B-24) (B-18, B-25, B-26) (A-20) (0-46, 0-52, etc.) (C-33, C-46, C-53, etc.) (BT-9, BT-13, AT-6, PT-13, PT-19, PT-22, etc.) (above plus miscellaneous types)

Despite Arnold's best efforts, the USAAF suffered grievous losses when the Japanese made their surprise attack on Pearl Harbor, December 7, 1941, and these continued when the Japanese bombed the Philippines, prior to invading on December 10,194l. Thus, at the end of 1941, the USAAF had only suffered defeat, but 1942 would prove to be a different story, laying the foundations for the buildup of the biggest air force in history, reaching a peak strength of 79,908 aircraft in July 1944, only three years later.

All of these original USAAF aircraft were painted and marked in accordance with the latest versions of the applicable specifications evolved by the Air Corp and the GHQ Air Force. As described in the author's earlier volume, covering the development of these specifications and requirements from 1908 to 1941, these two predecessors of the USAAF had arrived at very complete requirements for painting their combat and training aircraft. OPPOSITE: Bell P-39Cs of the 31st PG, in May 1941. They are finished and marked to Spec. 24114 and carry the latest GHQAF designators on the fin. Propellers are camouflaged black; the squadron insignia has not yet been added to the new aircraft. Aircraft numbers 22, 23, and 30-31P are visible. These are typical of the aircraft taken over when the AAF was formed, incorporating the Air Corps and the GHQAF. (USAF)

10

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific Spec.No.

Jan. Feb.

Mar. Apr.

May June

Jui. Aug.

Sep. Oct.

T.O.07-1-1 Markings, Insignia, &

Nov. Dec.

i

Camoufla~e

Bulletin 41 Colors for Camouflage Finishes A-N Porcelain Color Plates Spec. 3-1 Color Card 24102·K National Insilmia 2410S·P Markings for Airplanes 24113-A Color for Anny Air Corps Airplanes 24114 Camouflage Finishes for Aircraft

USAAF formeu

3

I

4

5

I I

i

US Army Air Forces specifications in use, revised, or issued, by date and version, during 1941. Includes earlier versions issued by the US Army Air Corps, until formation of the USAAF. The letters indicate a letter revision of a spec., such as T.O. 07-l-1A. The numbers indicate an amendment to an earlier version of a spec., such as Amendment No.6 to Spec. 24114.

11

12

u.s. ARMYAIR FORCES *** Existing Orders in Effect for Aircraft Marking, Insignia and Camouflage when USAAF was formed, June 20,1941.

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

DOPES, PAINTS, AND RELATED MATERIALS, GENERAL· AIRCRAFf MARKING, INSIGNIA AND CAMOUFLAGE. The latest applicable issue of this T. O. was dated April 8, 1941 and incorporated many references to other specifications. Relevant details from each of the referenced specs. have been provided at the end of the T. O. This information appears under the following headings: Camouflage Finishes for Aircraft (Spec. 24114) Colors for Training Airplanes (Spec. 98-24113-A) Markings for Airplanes and Airplane Parts (Spec. 24105) Standard Insignia (Spec. 24102) The T.O. read as follows: This technical order replaces Technical Order 07-1-1 dated May 15, 1940, and all previous instructions on airplane camouflage in conflict herewith. NOTE: The camouflaging of airplanes directed herein will be accomplished as soon as practicable by Service Activities having the necessary equipment, or if necessary, at Depots as arranged with the Control Depot. TABLE OF CONTENTS 1 Camouflaging of Airplanes. 2. Color of Painted Surfaces of Training Airplanes. 3. Identification Numerals for Training Airplanes 4. Colors for Alaskan Department Airplanes. 5. Marking of Airplanes. 6. Standard Insignia. 7, Organization Insignia. 8. Organization Identification. 9, Command Recognition Stripes. 10. Names of Combat Crew. 11. Paint to be used.

Curtiss P-36A, aircraft no. 5 of the 51st PG, at Oakland Airport, California, in 1941, shows the dark olive drab No. 41 and neutral gray No. 43 camouflage and markings to Spec. 24114. The GHQAF designator is in black on the fin. Note how the dark olive drab swept up to the leading edge of the horizontal stabilizer. (Gordon S. Williams via William L. Swisher)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

13

CAMOUFLAGING OF AIRPLANES g. Types of Airplanes to be Camouflaged: All U.S. Army Air Corps and Federalized National Guard airplanes will be camouflaged in accordance with AC. Spec. No. 24114, with the following exceptions: (1) Training types of airplanes. (2) Airplanes of other types regularly used for training purposes by Training Centers. (3) Airplanes operating in the Alaskan Department or in any country having similar climatic and terrain conditions. (See paragraph 4.) h. Application of Camouflage materials over existing protective coatings: Specification camouflage materials in kind can be satisfactorily applied over existing protective coating on airplanes, that is, specification camouflage lacquer over existing enamel finishes and specification camouflage dope over existing doped finishes. 1.

Lockheed P-38D, aircraft no. 96 of the 26th PS, 51st PG, from March Field, California, in November 1941. It is finished to Spec. 24114 and T.O. 07-1-1 ofApril 8, 1941. Pilot was Lt. Chuck Dunning, who was to win a silver star. He was killed in action flying P-40s with the 51st PG in 1941. (peter Bowers via William L. Swisher)

P-36A of the 36th Pursuit Group. Group Headquarters Markings 1940.

P-36A of the 51 st Pursuit Group 1941. © Victor Archer

The colorful appearance of the USAC aircraft changed drastically with the introduction of camouflage in 1940, as seen in these two Curtiss P36s of the 36th and 51st Pursuit Groups.

14

U.S. ARMYAIR FORCES £. Appearance of camouflaged airplanes: Due to the highly pigmented content and dull finish of camouflage materials, camouflaged airplanes will not present as pleasing an appearance as the highly polished Alclad or glossy painted airplanes of the past. No attempt should be made to secure a polish or high gloss, as this will tend to defeat the purpose of the camouflage. Q. Maintenance of camouflage surfaces: Camouflage materials may have neither the adhesive nor the colorfast quality of specification paint materials used heretofore. It is anticipated that there will be minor chipping of the camouflage materials at the leading edges of airfoils, particularly if the airplane is flown through heavy rains. This chipping may be somewhat unsightly, but as long as the material affords a reasonable coverage of the surface, the finish should not be touched up, as the chipping effect is not objectionable from a camouflage standpoint and the additional weight derived through the continued touching-up process might become objectionable.

Lockheed P·38D, aircraft 65-1P, of the first unit to use the P·38. Standard camouflage and markings for 1941. (USAF)

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

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

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

15

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

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

16

u.s. ARMYAIR FORCES (2) Airplane designators for camouflaged airplanes: (a) The designator used on the wings will be as specified in Paragraph 8 Q, with the location and size as specified in paragraph 8 f. Insignia blue, shade No. 47 camouflage material will be used. (b) The designator used on the vertical stabilizer and rudder will be as specified in paragraph 8 Q, with the location and size as specified in paragraph 8 f. Black, shade No. 44 camouflage material will be used. (c) Other identification markings, insignia, and organization identification will be as specified in paragraphs 5,6, 7, and 8. h. Camouflaging of Propeller: The camouflaging of propellers as required in paragraph "E-5" of A.c. Spec. No. 24114 should be accomplished by spraying each propeller blade in the horizontal position and retaining the propeller in this position until the camouflaging materials have set, after which it will be necessary that the propeller be checked for balance.

Curtiss P·40C of the 65th PS, 57th PG, at Oakland in 1941. It is finished to Spec. 24114, but has a yellow designator. The marking on the nose is in yellow, with an olive drab spinner. (Peter Bowers via William L. Swisher)

© Victor Archer

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

17

Tests indicate that one (1) coat of camouflage material on propeller blades offers adequate coverage. It is anticipated that this finish on propeller blades will chip and become unsightly after a period of time, however, no attempt should be made to touch up the surface of the propeller blades at any time until the propeller is overhauled, at which time the assembly will be repainted and balanced. ..i Because of the magnitude of the work involved, and the emergency conditions now existing, all service activities will make every effort, before contacting the depots, to accomplish the camouflage work specified herein with equipment and facilities already on hand or that can be made available locally. When climatic conditions permit, the work may be accomplished out of doors, or in the lee of hangars or other buildings when partial protection from excessive wind is necessary. It should be borne in mind that essentially all paints, dopes and lacquers are of a toxic nature and inflammable; accordingly, precautionary measures should be exercised in handling and application. 2.

COLORS FOR TRAINING AIRPLANES Advanced Trainers: Aluminized finish except all-metal types, which will be natural metal finish. Q. Primary and Basic Trainers: Yellow and blue as required by Spec. 98-24113.

.1h

3.

IDENTIFICATION NUMERALS FOR TRAINING AIRPLANES a. The use of field numbers and the painting of ring cowls (or combination thereof) for identification purposes of Training airplanes at activities of the various Army A. C. Training Centers and Civil Flying Schools is authorized. Designation of these identification numbers and ring cowl colors for activities within each Training Center will be the responsibility of the respective Commanding General thereof. The identification numbers will be of a contrasting color, preferably block type, and will be applied to each side of the fuselage approximately midway between the vertical projections of the trailing edge of the wing and the leading edge of the horizontal stabilizers. The height of the identification numerals will be approximately three fourths of the projected height of the fuselage at this location.

Six Curtiss P·40Cs of the 18th PG over Oahu, Hawaii, on August 1, 1941. The group consisted of the 6th, 19th, 44th, 73rd, and 78th PS. All, except the 44th PS, were caught on the ground on December 7,1941. Aircraft seen are numbered 41, 47, 51, 53, 54, and 43. (USAF)

18

u.s. ARMYAIR FORCES 4. COLORS FOR USE ON AIRPLANES IN ALASKAN DEPT. OR COUNTRIES HAVING SIMILAR CLIMATIC AND TERRAIN CONDITIONS. .\!. To provide a color scheme offering marked contrast for spotting forced landings, etc. for airplanes operating in Alaska or in countries where like conditions prevail, the use on the top and bottom surfaces of wings of camouflage materials, of the shades covered in A C. Bulletin No. 41, to best meet the conditions of local terrain color is authorized. Since the distribution of airplanes is not known at the time the respective manufacturers are camouflaging the finished airplanes, airplanes will necessarily be furnished with camouflage in accordance with AC. Spec. 24114. It will therefore be necessary to apply any special colors where such special distinguishing colors are authorized. It will not be necessary to remove the original camouflage coating to apply the special colors. However, lacquer camouflage material cannot be applied over a previous coating of enamel camouflage material. h.:. When tactical requirements demand, airplanes operated in these locations will be maintained in a camouflaged condition as follows: (1) Lower surfaces will be camouflaged as prescribed in AC. Spec. 24114. (2) Upper surfaces will be camouflaged with such shades of specified materials as best blend with the local terrain. 5. MARKINGS. - a. Each airplane and each lighter-than-air aircraft will be marked in accordance with Spec. Nos. 9824105 and 99-2050, respectively. b. The code markings specified therein are the means by which the number, identity, and age of protective coatings of the airfoils, fuselage, etc., and other pertinent data relating to the aircraft, are determined. Therefore, in no instance will such marks be omitted or placed where they can not readily be seen when the aircraft is completely assembled. c. Markings required by specifications will neither be altered nor effaced, except as required by repairs or refinishing operations, in which case the markings will be properly replaced, nor will they be transferred from locations designated in specifications. d. There being no military reason for the use of individual names, the practice of naming airplanes after states, municipalities, or other localities will be discontinued. However, each airplane will have the name of the horne station, in a contrasting color, placed on the left side of the fuselage immediately above the technical data legend using letters approximately one inch high, with the top of the letters toward the leading edge of the wing. These markings are to be centrally located with respect to the wing outline. The letters are to be of the vertical type, 24 inches high and with strokes four inches wide.

Lockheed P-38D, S-IP, showing the red cross used in the 1941 Louisiana maneuvers. It carries the name "Snufl" on the nose in white. Note the unpainted propellers. (USAF via Gerry R. MarkgraO

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

19

,

Curtiss P-40E of the 79th PS, 20th PG, Hamilton Field, at Oakland on December 6, 1941. This is the Flight Leader's aircraft, A Flight. The nose band and command stripe are in yellow no. 48. Propeller is still not camouflaged black, as ordered in May 1941. Fuselage cocarde is covered with a maneuver cross. The personal insignia on the rudder is a major exception to USAAF practice at that time. (F. Shertzer via William L. Swisher)

6. STANDARD INSIGNIA. - Air Corps standard insignia will be placed and maintained on each aircraft, as prescribed in Spec. 98-24102, or Spec. 24114 (camouflaged Airplanes). 7. ORGANIZATION INSIGNIA. - il. Definition. - Organization insignia are those designs, markings, etc., that have been approved by the War Department for use by an individual organization. Q. Rules governing Design. - The following rules govern the designs of Air Corps organization insignia: (1) They will be simple and, where practicable, will depict some historical significance associated with the organization. (2) They will be dignified and in good taste. Fantastic designs may be characteristic and "funny" but have no permanent value. (3) Each design will possess the clearness required to make it distinguishable at a distance of at least 150 yards. (4) They will not containNumerals The letters "U.S." The Air Corps insignia. The United States flag. The United States coat of arms or any part of it. The complete coat of arms of any state or country, although devices may be taken from them when applicable. Outlines of geographical maps. Foreign decorations (e.g. Croix de Guerre, Fourragere). Campaign ribbons. ~. Submittin~ Samples for Approval. - Before placing a new design on equipment, three 8 by 1O-1/2inch sample copies will be prepared on good quality paper and submitted, for approval, to the Adjutant General through the Chief of the Air Corps. The samples will be colored with water colors or wax crayons in the colors intended for the insignia when placed on the aircraft. Blends of color may be used when essential, but much better results are obtained when blends are not employed, as it is difficult to match or keep them uniform in shade or tint in each of the paintings on the several aircraft. The "poster" type of design and "block" coloring are recommended. A brief outline of the historical development or significance of the design will accompany the sample copies when submitted for approval. No variation from an approved design will be permitted without authority from the Adjutant General.

20

U.S. ARMYAIR FORCES

North American B·25A on test flight over Los Angeles in pristine camouflage: note the red warning stripe in line with the propellers. (USAF via Gerry R. Markgraf)

Q. Rules Governing Use. - The following rules govern the use of organization insignia on aircraft: (1) Each aircraft assigned to a permanent organization, including U.S. Army A.c. schools, but not including Civil Flying Schools under contract, will bear the insignia of that organization. For example: Aircraft assigned to a squadron will bear the insignia of that squadron. Aircraft assigned to a headquarters of groups, wings, etc., will bear the insignia of such headquarters. (2) No aircraft will bear organization insignia other than that of one organization. (3) The placing of organization insignia on aircraft will be a responsibility of the organization to which the insignia pertain. Depots will not be required to reproduce insignia or other markings peculiar to an individual organization. e. Location, Size, and Application for Airplanes. (1) It is impossible to specify a standard location for organization insignia on all airplanes; therefore, no specific locations are mandatory. However, the sides of the fuselage midway between the wings and tail surfaces are the most desirable and should be used whenever conditions permit, so that the insignia on the majority of airplanes will be in the same relative location. The spaces selected on the two sides of the fuselage should be as nearly as possible opposite each other, and should have smooth surfaces unbroken by fittings, lacing, fasteners, steps, joints, openings, etc. When avoidable, insignia will not be placed on cowling. (2) In no instance will the size of an insignia exceed three fourths of the depth of the fuselage at the point at which the insignia is applied. Otherwise, the size will be governed by the most suitable spaces available, provided that such spaces are not too small or unfavorable for other reasons. If the available spaces are too small to provide visibility, as described in paragraph 7 b (3), or is unsuitable due to fittings, lacings, fasteners, etc., or corrugated metal, each insignia may be painted on a sheet of aluminum or suitable alloy of the desired shape and area and not more than 1/32-inch thick. All sharp corners and edges of such sheets will be rounded off. The sheets will then be secured to the sides of the airplane with screws, washers, and nuts, or by other suitable means, in a manner permitting ready removal when necessary. Each sheet will be secured at a sufficient number of points to prevent it being torn off in flight, and to prevent vibration that would cause it to crack or to wear the fabric or other parts. Whenever practicable, it will be secured to rigid members of the airplane. When necessary to attach such a sheet to fabric, the fabric will be adequately reinforced with tape securely attached by doping, and, if required, by stitching. In addition, suitable reinforcing strips of sheet metal or wood will be used next to the inside face of the fabric to receive the inside ends of the screws or other securing parts. Insignia on like models of airplanes in the same organization should be uniform in size. f. Location. Size. and Application for Lighter-than-Aircraft.

(1) Organization insignia will be placed on each-side of each lighter-than-aircraft. The locations for observation balloons will be on each side, halfway between the greatest diameter and the leading edges of the horizontal lobes. The locations for spherical balloons will be at points in line with and three feet from each end of the wording "U.S. Army." (2) In no instance will the size of lighter-than-air insignia exceed nine square feet. The insignia placed on each craft assigned to an organization will be uniform in size. However, this does not require that insignia of different organizations be of the same size. (3) The insignia for alllighter-than-aircraft will be painted on two-ply envelope-fabric, Code No.lOl, and securely attached to the envelope with rubber cement. Each sheet of fabric will be neatly trimmed to the minimum size

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

21

Republic P·43 (41·6674) of the 55th PG at Oakland in 1941. It was not camouflaged yet, because it was considered to be an interim type, not suitable for combat use overseas, The nose cowl is painted white. (F. Shertzer via William L. Swisher)

required, and, to insure adhesion, corresponding areas of the aluminum finish will be carefully removed from the envelopes with suitable wire brushes. g. Decalcomania Insignia. - Where personnel are not available to paint organization insignia in a satisfactory manner, the use of decalcomania insignia on airplanes is authorized. Owing to the local nature of their usage, however it will be necessary for stations desiring to use these transfers to obtain them by local purchase. Their application does not require skilled workmen, and when coated with clear varnish after being applied, they are about as durable as the average painted design. The cost varies with: (1) Size (2) Design (3) The number ordered (4) The number of colors and to some extent the colors themselves Instructions for applying decalcomania are furnished by the manufacturer. Until used, the transfers should be stored in a dry place where they will not be exposed to temperatures above normal. 8. ORGANIZATION IDENTIFICATION. - as a means of identifying airplanes, allairplanes will be marked as outlined herein. These markings (paragraphs 8, 9, and 10) are in addition to the standard markings, insignia, and technical data prescribed in paragraphs 5, 6, and 7, and will be applied by the organization to which the airplanes are assigned. a. Squadron Recognition Colors. - A suitable depth of the front portion of engine nacelles will be painted as follows: (I) Pursuit. Attack and Bombardment Squadrons. - The cowling will be painted one solid color: red, white, blue or yellow. The assignment of colors will be made by the group commander except where, as a citation for distinguished service, an individual squadron may be authorized by higher authority to use other recognition markings. (2) Group Headquarters and Headquarters Squadrons. (a) 3-SQuadron Group. - The cowling to be divided by longitudinal lines into three equal segments; one segment to be painted red, one white, and one yellow. (b) 4-SQuadron Group. - The cowling to be divided by longitudinal lines into four equal segments; one segment to be painted red, one white, one yellow, and one blue. (3) Reconnaissance SQuadrons.- The color or color combinations for painting the cowling to be specified by wing commanders. (4) HQ. Squadrons of Wings. Air Bases and G.H.Q. Air:Force. - No recognition colors to be employed.

u.s. ARMYAIR FORCES

22

o

o

Pursuit, Attack and Bombardment Squadrons. Assignment of Colors in Group.

Group Headquarters and Headquarters Squadrons.

o Squadron Command Airplanes

o 'A' Flight Command Airplanes

o

o '8' Flight Command Airplanes

o

o 'C' Flight Command Airplanes

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

23

Republic P-43s of the 1st PG at the August 1941, Carolina maneuvers. Aircraft numbers 70, 73, and 74 of the group, they have tinally been camouflaged, and carry the usual maneuvers red fuselage cross over the cocardes. (USAF)

Republic YP-43, Curtiss P-40B, Bell P-39C and the second Lockheed YP-38 show the aircraft that had been selected in the Air Corps 1939 competition. The YP-38 and YP-43 are in natural metal and the P-39 and P-40 are camouflaged to Spec. 24114. In the event, all of these types proved to be disappointing performers, only the P-38 surviving in front line service until the end of the war. (USAF via Gerry R. Markgrat)

u.s. ARMYAIR FORCES

24 !:!. Airplane Designators.

(1) Each airplane will have a distinctive designator assigned, which will consist of a combination of letters and numbers except airplanes on loan to civil flying-schools engaged under contract to train student Army pilots. The system of assigning the designators will use first the wing, group, squadron, corps area, or other unit identifying number, wherever applicable. This number will be followed by a letter or letters designating the type of equipment, as "B" for bombardment, "P" for pursuit, etc., or if not applicable, the assignment of the airplane as "W" for wing, "AB" for air base, "OR" for organized reserve, "AD" for air depot, etc., followed by a number which will be assigned by group and station commanders or by higher authority to designate a particular airplane. The following outlines the lettering system to be used,

Colorful lineup ofapproximately 20 North America BC-Is. The nearest aircraft is marked 557 over 53ED on the fin. They are finished in theAN gloss true blue and gloss orange yellow colors. (USAF)

*

Activity Air Base Air Depot Air Officer Bombardment Group Communication Squadron Headquarters Instructor (miscellaneous) Materiel Division Miscellaneous National Guard Observation. Organized Reserve Photo Pursuit Group Reconnaissance School Staff Technical Supervisor Transport Wing Weather (Observation)

Symbol AB AD AO B C HQ 1M. MD M NG

o OR PH P R ED S TS T W WO

(2) The following are examples of complete designators: Activity Headquarters Squadron, GHQ Air Force Headquarters Squadron, 2nd Wing 5th Air Base Squadron

Designator HQl to HQ2Wl "2W5ABl " 5AB-

CHAPTER 1: Formation of the USfAF and Response to Attack in the Pacific

*

5th Bombardment Group. 20th Pursuit Group 41st Reconnaissance Squadron 4th Composite Group 5th Transport Squadron Fairfield Air Depot Middletown Air Depot Southeast Air Depot San Antonio Air Depot Sacramento Air Depot Panama Air Depot Hawaiian Air Depot Phillippine Air Depot 2nd Corps Area Air Officer 1st Communications Squadron National Guard Instructors 154th National Guard Observation Squadron54NG1 Materiel Division 22nd Observation Squadron, Air Corps 1st Photo Squadron 8th Corps Area Organized Reserve 63rd School Squadron 1st Staff Squadron Technical Supervisor 2nd Weather Observation Squadron Miscellaneous

25

9B1 "9B20P1 "20P41Rl "41R4MB1 " 4MB6T1 "6TFAD1 "FADMAD1 " MADSEAD1 " SEADSAAD1 " SAADSAD1 "SADPAD1 "PADHAD1 " HADPHAD1 " PHAD2A01 "2AO1C1 "lC1M1 "lM" 54NGMD1 "MD2201 "2201PH1 "lPH80R1 "80R63EDl " 63ED1Sl "lSTS1 "TS2WOl "2WOM1 "M-

* NOTE: Not inducted into Federal Service - All National Guard Squadrons are Observation, and with the NG symbol used it is not necessary to add the 0 symbol. Since all National Guard Units bear a squadron number between 100 to 199, the hundred designation will be dropped in the interest of brevity. After induction into Federal Service - Federalized National Guard squadrons will use designators as specified for Air Corps Observation Squadrons, including the 0 symbol and the complete squadron number. (3) In the case of a composite group, the airplane designator will consist of the group number, followed by the letter "M" for miscellaneous, a second letter to indicate the type of equipment, as "B" for bombardment, and the designating number of the particular airplane. c. The letters and figures composing the airplane designators will be of the vertical block type, the width will be 2/3 of the height and the strokes will be approximately 1" wide for every 6" of height. The distance between the letters is equal to 1/2 the width of a letter. In consideration of the varied sizes and configurations of airfoils and fuselages of A.c. airplanes, it is impractical to specify a standard height of letters that will meet the requirements all airplanes. In general, however, the height of the letters and figures will be as specified in the following paragraphs and uniformity should be maintained for airplanes of similar types at a station. The airplane designators will be painted on in a centrally located position in the following locations: (1) For airplanes not camouflaged. - The designator will appear on each side of the vertical stabilizer. Where more than one vertical stabilizer is used, the designator will appear on the left exposed side of the left hand stabilizer and on the right exposed side of the right hand stabilizer. The lettering will appear in two lines with the individual airplane number on the top line, and the unit or organization designator on the bottom line and reading from left to right. For example, 12 indicating number "12" airplane of the 31st Pursuit Group. The letters and airplane numbers will be of sufficient height as to make the designator readily discernible from a distance of approximately 150 yards. (2) For camouflaged airplanes. - The designator will be as specified in paragraph 8 f (1) for uncamouflaged airplanes, except that the necessary area of both the vertical stabilizer and the rudder be utilized. (3) On the upper and lower sides of the left wing only (upper side of the left upper wing and the lower side of the left lower wing in the case of a biplane). The lettering will appear all on one line, with the top of the letters toward the leading edge. (a) The upper surface markings will be centered on a line at right angles to the longitudinal axis of the airplane, and passing through the center of the Air Corps insignia. The height of the letters will be 1/5 of the chord of the wing, as measured at a point 3/4 of the distance from the fuselage to the inner edge of the Air Corps insignia.

26

u.s. ARMYAIR FORCES

Rare photograph showing AAF Douglas A-20Cs and British DB-7Bs at Santa Monica, with the only Douglas B-19, 38-471, in the background. Visible are A-20C-DOs of the 41-19088/41·19462 batch, and DB·7B W8256. (Harry Gann)

(b) The lower surface markings will be ahead of and parallel to the word "Army." The height of the letters will be 1/3 of that portion of the chord from the top of the letters composing the word "Army" to the center of the leading edge of the wing, as measured at a point 3/4 of the distance from the fuselage to the inner edge of the Air Corps insignia. (4) In addition to the above, the airplane identification number (squadron, group or station) "12" in example cited in paragraph 4 £. (1), will be painted on the engine cowling, or on the forward portion of the fuselage, so as to be visible from the forward hemisphere. The variation in size and contour of the locations available for these identifying numbers will necessitate that the exact location and size of the numbers be determined locally for each model of airplane. (5) The following colors will be used for these identifying markings. (a) Black against a light background. In the case of camouflaged airplanes black, shade No. 44, Air Corps Bulletin No. 41. (b) Yellow (Shade No.4 for uncamouflaged airplanes· Shade No. 48, A.c. Bulletin No.41, for camouflaged airplanes) against a dark ground.

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

27

Douglas A-20C-DO, 41-19210, in formation with another. This was the AAF version of the RAF Boston Mk.III and was finished in the standard RAF day bomber camouflage of dark green and dark earth over sky. 808 were built at Santa Monica and 140 at Boeing, Seattle. (USAF)

9. COMMAND RECOGNITION STRIPES. - Command airplanes, except as noted in paragraph 9 £, will be identified by painted stripes 5 inches wide, encircling the fuselage immediately back of the rear cockpit. These stripes will be of the same color as the squadron identification color, except that black will be used instead of blue on blue or camouflage fuselages, and instead of white on unfinished aluminum alloy fuselages. The number of stripes and their position on the fuselage will be as follows: f!. Squadron Command Airplanes. - Two stripes, five inches apart, encircling the fuselage in planes at right angles to the axis of the airplane. Q. Flight Command Airplanes. A flight - One stripe encircling the fuselage in a plane at right angles to the axis of the airplane. B Flight - One stripe encircling the fuselage at a 45° angle from the horizontal with the uppermost part of the encircling stripe inclined toward the front of the airplane. C Flight - One stripe encircling the fuselage at a 45° angle from the horizontal with the uppermost part of the encircling stripe inclined toward the rear of the airplane. £. Command identification stripes will not be employed by headquarters squadrons of Air Bases, Wings, or the G.H.Q. Air Force.

U.S. ARMYAIR FORCES

28

10. NAMES OF COMBAT CREW. - g. Door Type Airplanes. Names of permanently assigned members of the combat crew will be posted on the inside of the door. For a this purpose, a metal holder with celluloid cover, size approximately 5" x 7", containing a typed list of the combat crew will be utilized. Q. Cockpit Dpe Airplanes - Names of permanently assigned members of the combat crew to be stenciled or painted on the forward portion of the left side of the fuselage; letters to be approximately 1/2" in height; white, and on a black rectangular background of suitable dimensions. 11. g.

...Q.

PAINT TO BE USED. On airplanes not camouflaged. - All painted insignia, organization identification colors, etc., enamel, Spec. 3-98, insignia colors in oil, Spec. 3-120, or lacquer, Spec. 3-158, will be used. On camouflaged airplanes. - The only paints, regardless of the purpose for which used, that will be applied to the exterior surface of camouflaged airplanes, will be Air Corps camouflage materials, (Spec. Nos. 14105, 14106 or 14109) and of colors covered by Air Corps Bulletin No. 41. Primer, metal, zinc chromate, Spec. 14080, will be used wherever a primer coat is required.

Douglas DB-7B, RAF Boston III (RAF serial number W8311) at Oakland in 1941, showing the RAF day bomber camouflage of dark earth and dark ~reen over sky. 836 of this version were supplied to the RAF. (William L. Swisher)

Bell Airacobra Mk 1 for RAF, AH621, running up, shows its incorrect application of RAF fighter camouflage. The Dark Earth and Dark Green should come down to lower edge of nose and fuselage, not brought up to the center-line as seen. Sky was the underneath color. (USAF via Gerry R. Markgraf)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

29

Camouflage Finishes for Aircraft (Specification 24114) A new Air Corps Spec. 24114 "Camouflage Finishes for Aircraft", was issued as a result of the Air Corps Study No. 42 on camouflage of combat aircraft. Dated October 24, 1940, it also introduced Air Corps Bulletin No. 41, "Color Card for Camouflage Finishes", (see Chapter 7) which established the new Air Corps matt colors for permanent camouflage paints. The key requirements of this specification were: ApplicationOne coat of zinc chromate primer, Spec. 14080, shall be applied to all exterior surfaces. This shall be followed by two coats of camouflage lacquer, Spec. 14105, applied as follows: all upper surfaces except for insignia shall be coated with dark olive drab, Shade 41 of Bulletin 41, camouflage lacquer. The olive drab coating shall extend downward on the sides of the fuselage and all other similar surfaces in such manner than none of the neutral gray coating is visible when the airplane is in normal level flight attitude and is viewed from above from any direction within an angle of approximately thirty degrees from vertical lines tangent to the airplane. The location of the color boundary line in accordance with the foregoing shall be subject to the approval of the Procurement Agency. All under surfaces, except for insignia and markings, shall be coated with neutral gray, Shade 43 of Bulletin 41, camouflage lacquer. Masks shall not be employed to separate the two shades. The lines of demarcation shall be eliminated as far as possible by blending the colors at the junction line by over-spraying. Finish of Fabric Covered Surfaces: Apply at least three brushed coats of yellow or cream semi-pigmented nitrate dope. The dope shall not be thinned for brush application. Apply at least one spray coat of yellow or cream semi-pigmented nitrate dope, thinned as required for spray application. Apply at least two spray coats of dark olive drab or neutral gray fully pigmented nitrate camouflage dope as required.

DouglasA.24 at OakJand in 1941. Three inch high letters on the tail show that this an SBD·3A (forArmy) taken off the Navy line. Aircraft lacks the Navy arresting hook and has a pneumatic tire on the tail wheel, rather than the solid Navy tire. It is finished in dark olive drab and neutral gray, per Douglas finish drawing. (William L. Swisher)

30

u.s. ARMYAIR FORCES

Boeing B·17D, aircraft 13 of the 7th BG, Hamilton Field, at Oakland, in 1941. This is one of the aircraft which flew into Hawaii on December 7, 1941. Finished to Spec. 24114, the aircraft of this period were some of the drabbest looking in the long history of the USAF. (F. Shertzer via William L. Swisher)

Propeller Blades and Hubs to be black, May 1941 Steady progress in the development of new camouflage finishes and requirements inevitably led to continued amendments to Spec. 24114. Unfortunately, Amendment No.2 has been lost (therefore there is no exact record as to what was said in it). Amendment No.3 dated May 9, 1941, specified that all propeller blades and hubs should be painted matt black on all surfaces. Paragraph E-5 required that: All external surfaces of airplane propellers and hubs, after the provisions of Paragraph E-1a have been complied with, will be sprayed with one coat of zinc chromate primer, Specification No. 14080. The final finish shall consist of one light coat of cellulose nitrate camouflage lacquer, Specification No. 14105. The color of all external surfaces shall be black in accordance with 14080. The final finish shall consist of one light coat cellulose nitrate camouflage lacquer, Specification No. 14105. The color of all external surfaces shall be black in accordance with Shade No. 44, Bulletin No. 41. Mter the propeller and hub have been camouflaged and prior to installation, the propeller assembly will be checked for balance. This was to be the last amendment to Spec. 24114 issued by the Air Corps, later ones being issued by the Army Air Forces.

Boeing B·17B of the 19th BG, March Field, shows the standard "U. S. ARMY" marking under the wing. The two underwing cocardes were replaced by a single one under the right wing in Spec. 24114. (March AFB Museum)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

31

Boeing B·17E-BOs, 41-9141 and 41-9131, Dying near Seattle are in two different finishes. The nearest one has been repossessed from an RAF batch and is painted in dark green and dark earth over deep sky, with an RAF fin Dash, while the other one is in dark olive drab and neutral gray. 512 of this version were built and were considered to be the first real combat-ready B-17. (USAF)

Colors for Training Airplanes (Specification 98-24113) Colors for Advanced, Primary, and Basic trainers were called out in Spec. No. 98-24113-A, dated September 9,1938, and the applicable portions follow (with the colors corrected to the new Army-Navy Porcelain Color Plates of September 1, 1938):

Stearman PT-17, Painted and marked to Spec. 98-24113-A September 9,1938.

u.s. ARMYAIR FORCES

32

Spec. 98·24113-A, Color for Army Air Corps airplanes

Exterior (Exposed) Surfaces.

Primary and Basic

Advanced Trainers

Training Airplanes

Ailerons-both surfaces

Oran,ge Yellow

Aluminum (1)

Cowling

True Blue

Aluminum (1)

Elevator-both surfaces

Orange Yellow

Aluminum (l)

Fins-both surfaces

Orange Yellow

Aluminum (1)

Flaps-both surfaces

Orange Yellow

Aluminum (l)

Fuselage

True Blue

Aluminum (l)

Fairing, fuselage-wing

True Blue

Aluminum (l)

Horns, fittings, etc.

Color of surface to which attached

Aluminum (l)

Rudder balanced section

Orange Yellow

Aluminum (1)

Rudder aft of rudder post

Standard rudder insignia

Standard rudder insignia

Skis

No added finish

No added finish

Spinners

True Blue

Aluminum (l)

Stabilizers-both surfaces

Orange Yellow

Aluminum (l)

Struts-landing gear

True Blue

Aluminum (l)

Struts-win,g

True Blue

Aluminum (1)

Struts-wire braces

True Blue

Aluminum (1)

Struts-fairing

True Blue

Aluminum (l)

Step-plates

Black

Aluminum (l)

Tail Wheel Fork

True Blue

Aluminum (1)

Walkways

Black

Black

Wings-both surfaces

Orange Yellow

Aluminum (l)

Wheel Cowling

Aluminum

Aluminum (l)

Highly Reflecting Surfaces

Flat Bronze Green (3)

Flat Bronze Green (3)

i. e. The fuselage decks forward of . the pilot's compartment and the inboard side of engine nacelles.

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

Interior

(Enclosed)

Surfaces

Wings and Control Surfaces,

including

Primary

and

Basic

Training

Airplanes

Advanced

trainers

Optional

Optional

Optional

Optional

Yellow Green (2)

Yellow Green (2)

ribs,

spars, and all interior structures Fuselages, excepting compartments personnel,

for

luggage,

and

cargo Cockpits for pilots and observers which

are

open

or for which sliding enclosures

provided

are

Closed cockpits, the top and Floor and sides to tops of

Floor and sides to tops of

sides of which form part

windows: Flat Bronze Green

windows: Flat Bronze

of the fuselage

No.9 (3).

structure

Seats and upholstering for seats

caroets

draoes

Luggage, cargo and

Sides above

Green No. 9 (3).

Sides

windows and ceilings:

above windows and

aluminum

ceilings: aluminum

Flat Bronze Green No. 9 (3).

Flat Bronze Green No.9 (3) .

etc. Yellow Green (2)

Yellow Green (2)

bomber's comoartment NOTES: (1) Parts and surfaces fabricated from the following aluminum alloys and corrosion resistant steels are used in the natural metal finish without paint coatings, except anti-glare coating: Aluminum covered Aluminum Alloy, Specification No. 11067. Aluminum Alloy, Specification No. 11072. Aluminum Alloy, Specification No. QQ-A-359. Aluminum, Specification No. 57-151-1. Corrosion Resistant Steel, Specification No. 11068. Parts and surfaces manufactured from other metals or fabric shall be finished with aluminum, enamel, lacquer or dope as specified. (2) Yellow Green is prepared by mixing: Zinc Chromate Primer, Specification No. 14080 -1 gallon. Black Enamel, Specification No. 3-98 - 1/10 gallon. Aluminum Powder, Type B, Specification No. TT-A-476 - 4 ounces. Toluene, Specification No. 50-11-38 -1 gallon. (3) Flat Bronze Green is to match color chip No.9, Color Card Supplement Specification No. 3-1. The lacquer or enamel shall produce a matt appearance of minimum gloss.

33

34

U.S. ARMYAIR FORCES

Douglas XB-19, 38-471, in flight over Santa Monica with an AT·6. It first flew on June 27,1941, in natural metal finish, and was the largesl aircraft to enter AAF service until the B-36. (Nick Williams)

These requirements covered primary and basic training airplanes finished in the true blue and orange yellow color scheme, together with advanced trainers finished in aluminum or natural metal finishes. This spec. also covered the interior yellow-green color; this was not matched to any specific color chip, but was prepared by mixing zinc chromate primer, black enamel and aluminum powder, as specified. Thus, just prior to entry into World War n, the Army Air Forces had no less than three standard trainer aircraft finishes; (1) the orange yellow and true blue scheme; (2) aluminum paint finish; and (3) natural metal finish.

Markings for Airplanes and Airplane Parts (Specification 98·24105) Under para. 5., T.O. 07-1-1 called out Spec. Nos. 98-24105 and 99-2050 for airplanes and lighter-than aircraft, respectively. Spec. 992050 will not be covered here as the AAF had no airships and very few balloons of any kind at this time. Interested readers will find full details of this spec. in the author's work on the Air Service and Air Corps. Spec. 98-24105-P was the current version of the spec., entitled "Marking for Airplanes and Airplane Parts", issued on August 11, 1936. It covered very extensive requirements for markings on external and internal surfaces and parts of all airplanes. These included: (1) Name plate to be placed in each airplane (2) Serial number of the airplane (3) Letters and numbers designating the manufacturer of the airplane (4) Code markings giving a record of the materials used in the finish (5) Date of manufacture of covered airfoils (fabric covered - author) (6) Strut numbers (7) Data card

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

35

The Douglas XB-19 was quickfy camouflaged at the end of 1941, prior to flying to Wright Field on January 23, 1942. It was to be the largest aircraft ever to be finished in dark olive drab and neutral gray. (Harry Gann)

Bell Airacobra Mk 1, AH621, in flight, shows how the Sky underneath has been brought too far up on the fuselage sides. (USAF via Gerry R. Markgraf)

36

u.s. ARMYAIR FORCES

Consolidated Model 32 Liberator II was one of 165 to be ordered by the RAF, with RAF serial numbers ALS03/667. Ninety two of them were transferred to the Air Corps and used on the first trans-Atlantic transport service. Finished in the standard RAF night bomber scheme of dark green and dark earth on upper surfaces and night (black) on lower surfaces. It carries the Air Corps Ferry Command insignia on the rear fuselage. The USA flags denoted its neutral status. The number "76" on the fin is a shortened form of the RAF serial number, ALS76. (USAF)

The following paragraphs cover the main external markings required on all AAF aircraft: A. Color and style of markings. - Arabic numerals and letters made with black dope or black color-in-oil were to be used. Where black would not provide sufficient contrast, white was to be used. B. Fuselage Markings - The following technical legend was to be stenciled on the left side of the fuselage, forward of the front cockpit. If the cockpit was in the nose of the fuselage, the markings were to be placed to the rear of the cockpit. U. S. ARMY - (model designation) AIR CORPS SERIAL No . Crew Weight... ........lbs. The letters and numbers for the first two lines were to be not less than 3/4 inch, nor more than 1 inch high. All other lettering was not to be less than 7/16 inch high, nor more than 1/2 high. C. Lower Wing Markings - the marking "U.S.ARMY" was to be painted on the lower surface of the lower wing or on the lower surface of the wings of monoplanes. The letters "U.S." were to be painted on the right wing, and the word "ARMY" was to be painted on the left wing, with the top of the letters toward the leading edge of the wing. These markings were to be centrally located with respect to the wing outline. The letters were to be of the vertical type, 24 inches high and with strokes four inches wide. No substantial changes in these marking requirements occurred until camouflage was called out for all combat aircraft in Spec. 24114, "Camouflage Finishes for Aircraft", dated October 22, 1940. Their markings were to conform to Spec. 98-24105-P and amendments, except that the marking "U.S. ARMY" on the under surface of the wing was to be applied with blue, Shade 47 of Bulletin No.4!. All other exterior markings were to be applied with either red, black or blue, Shades 45, 44 and 47 of Bulletin No.4!.

STANDARD INSIGNIA (Specifications 98·24102 and 24114) The T. O. called for standard insignia to be used as required in Spec. 98-24102, or Spec. 24114 for camouflaged airplanes. Spec. 98-24102-K was issued on November 1, 1935. As it so happened, this was also the last letter issue on this specification prior to World War II. Although the design of the insignia on both wings and rudders remained exactly as before, several detail requirements were changed. For insignia on the wings, a new requirement was added that when the wing covering was both fabric and metal, the available chord length was to be that of the metal covered portion only. This requirement was caused by the newer aircraft that were coming into service, which had metal covering over the forward portion of the wing and fabric on the aft portion. The effect of this was to effectively reduce the size of the national insignia as a proportion of the total wing chord, and this can be seen on many aircraft of the period. The requirement for the size of the available chord and maximum diameter and positions, remained exactly as before.

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

37

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

#

l

Stearman PT-l3 in gloss A-N True Blue and gloss A-N Orange Yellow finish was one of the AAFs most important trainers, particularly in the early phases of the huge AAF training program. (Harry Gann)

38

u.s. ARMYAIR FORCES

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

D

Inner circle tangent to the lines as shown.

39

U.S. ARMYAIR FORCES

40

/

Not less than six inches

.. 3/4 AC

Available Chord (AC)

Metal Covering

1--

Joint Line

=:.....--------1---

Fabric Covering

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

~

W/3

--~~

W

~I+--

!+-

• • • lII(

Maximum width of rudder aft of the rudder post.

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

Standard rudder stripes to Spec. 98-24102-K © Victor Archer

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

41

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

/

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

Ryan XPT-16, 39-717, at Wright Field for evaluation. This is the first XPT-16, powered by a 125hp Menasco C4 inline engine. It was originally registered commercially as NC18907. Natural metal finish with insignia to Spec. 24102·1(. This was the first monoplane primary trainer ordered by the Army.(Harry Gann)

U.S. ARMYAIR FORCES

42

For wings without ailerons, the requirements were changed so that the insignia was to be located on the metal covering tangent to the joint between the metal and fabric covering on wings where both fabric and metal were used for the wing covering. The rudder design remained as before, with be seven red and six white stripes. It was also required that the surfaces of devices attached to the rudder, such as trim tabs, should be finished to blend with the adjacent surfaces of the rudder. Amendment No.2 to Spec. 98-24102-K, dated February 9, 1939 changed the insignia colors to conform to the new A-N Aircraft Color Standards (See Chapter 7). Major changes were made in 1940 to the national insignia positions and placing, as a result of the decision to camouflage combat aircraft. Spec. 24114s requirements for insignia stated that one cocarde was to be applied on the upper surface of the left wing and one on the under surface of the right wing of the airplane. The design and dimensions of the wing cocarde were to conform to Spec. 98-24102. One cocarde was to be applied on each side of the fuselage midway between the vertical projections of the trailing edge of the wing and the leading edge of the horizontal stabilizer. If transparencies were located in this area, the cocardes could be moved forward or to the rear as directed by the Air Corps Procuring Agency.

Insignia for wings: one cocarde on the upper surface of the left wing and one cocarde on the under surface of the right wing. Design and dimensions of wing cocardes to be same as Spec. 24102-K.

Note: No rudder stripes.

Insignia for fuselages: one cocarde on each side of fuselage, midway between vertical projections of the trailing edge of wing and leading edge of horizontal stabilizer. Diameter of cocardes to be three-quarters of fuselage height. Design of cocardes to be to Spec. 24102-K. Amendment NO.5 required that diameter of fuselage cocardes was not to exceed 48 inches (121.92 em).

Spec. 24114, October 22,1940. Amendment No.1, December 18, 1940. Amendment No.5, September 16, 1941.

Note: if transparencies are located in this area, move cocardes fore or aft, as directed by the Air Corps.

Colors to Air Corps Bulletin No. 41. Fuselage Cocarde - One Point of star to be up. Maximum diameter of fuselage cocarde to be 48 inches (121.92 em). © Victor Archer

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

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

43

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

The diameter of the circle for the fuselage cocarde was to be three-quarters of the length of the projection of the fuselage side. The design was to conform to Spec. 98-24102. All vertical tail surfaces, including the rudder, or rudders, were to be camouflaged and were not to have any insignia. Insignia were to be applied with camouflage lacquer Spec. 14105 to metal surfaces, or with fully pigmented camouflage dope, Spec. 14106 to fabric surfaces. The colors were to conform to Bulletin 41 (see Chapter 7). Thus, the newly camouflaged combat aircraft of the service had a completely revised placement of the national insignia. This was the first time that the service had used only one cocarde on the top and bottom of the wings, as suggested in McCook Field Report No. 1305 of 1920. (Although several more changes were to be made in the design of the national insignia in subsequent years, their positioning has remained basically the same to date). All non-combat aircraft, i.e. those which were not camouflaged, retained the cocarde and rudder stripes as specified in Spec. 9824102-K and amendments. Thus, the USAAF entered World War II with its combat and non-combat aircraft bearing national insignia in different positions. This was to be duly changed at a later date.

Consolidated LB·30A, aircraft AM259, was the second one produced, and is seen running up at San Diego, California, in December 1941. It is finished in the then current RAF heavy bomber scheme. The colors were Dark Earth, Dark Green and Night (only on bottom of fuselage).

(USAF)

U.S. ARMYAIR FORCES

44

-

.

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

*** CHANGES AND REVISIONS TO AIRCRAFT MARKING, INSIGNIA AND CAMOUFLAGE AFTER THE FORMATION OFTHE USAAF

Radio call numbers replace aircraft designators, August 1941 A major change in USAAF markings for its aircraft introduced the now familiar radio call number painted on the vertical tail surfaces. Shortly after the revised April 8, 1941, issue of T.O. 07-1-1 came out, the Air Corps Inspection Division recommended that the specified airplane designators should be replaced by the airplane radio call (i.e. the aircraft serial number). It was suggested that this should be painted in large figures in a conspicuous place on the airplane, such as on the fin or the side of the fuselage. Meanwhile, the Training and Operations Division had also recommended that the number should be painted on the vertical fin at the factory, as this would be easy and the number would also serve as the manufacturer's identification. Both of these recommendations were approved by the Chief of the USAAF in a teletype to Maintenance Command on August 22, 1941. The radio call number was made up of the last digit of the fiscal year of procurement, followed by the Army Air Force serial number. For example, Boeing B-17E, serial number 41-2393 would have the radio call number 12393 painted on the vertical tail. Another change was that the new designator was to be painted on by the manufacturer at the factory, whereas previously, airplane designators had been painted on by the service units concerned. Each Army Air Force airplane (including training types), regardless of whether equipped with radio, was to be identified. The call numerals composing the airplane designator were to be of the vertical block type, the width two-thirds of the height and the strokes approximately one inch (2.54 cm) wide for every six inches (15.24 cm) of height. The distance between the letters was to be equal to half the width of a letter.

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

45

Vultee BT-13 trainer on a test flight prior to delivery in the blue and yellow trainer finish. The initial Army order for 300 of the type was the largest placed for basic trainers at that time. Production of the famed "Vibrator" eventually ran to no less than 9,228 of all versions. (Harry GaDD)

Radio call number added to vertical stabilizer. Height of numbers to be such that the radio call tail designator will be readily discernible from a distance of approximately 150 yard (137 m). Designator to appear on each side of the vertical stabilizer. If more than one vertical stabilizer, the designator is to appear on the left exposed side of the left-hand stabilizer and on the right exposed side of the right-hand stabilizer. On camouflaged airplanes, the designator will use the necessary area of both the vertical stabilizer and the rudder. If there is insufficient area in these positions, the numerals can be placed on the side of the fuselage. Black numerals to be used against a light background or yellow against a dark background.

TO 07-1-1A, October 28,1941. © Victor Archer

46

u.s. ARMYAIR FORCES

North American BT-14 was an updated version of the earlier BT-9 trainer, having a metal covered fuselage and tail surfaces of the same shape as the BC-l (later the AT-6). 251 were built, finished in the True Blue and Orange Yellow scheme per Spec. 24113A. (March AFB Museum)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

47

Three North American BT-14s show the underwing markings, with the two cocardes and "U.SARMY" lettering. (March AFB Museum)

Due to the varied sizes and configurations of Army Air Force airplanes, it was impractical to specify a standard height of letters that would meet the requirements for all airplanes. In general, the height of the numerals was such as to make the designator readily discernible from a distance of approximately 150 yards (137 m). The numerals comprising the designator were to appear in one line painted in a centrally located position. For airplanes not camouflaged, the designator was to be on each side of the vertical stabilizer. If there was more than one vertical stabilizer, the designator was to appear on the left exposed side of the left-hand stabilizer and on the right exposed side of the right-hand stabilizer. On camouflaged airplanes, the designator was to be the same as above, except that the necessary area of both the vertical stabilizer and the rudder was to be utilized. If there was insufficient area on the vertical stabilizer or on the vertical stabilizer and rudder combined, the numerals could be placed on the sides of the fuselage. Black numerals were to be used against a light background - in the case of camouflaged airplanes, black Shade 44 of Bulletin No. 41. Yellow was to be used against a dark background, A-N orange-yellow for uncamouflaged airplanes or Identification Yellow, shade 48 of Bulletin No. 41, for camouflaged airplanes. (These radio call numbers remained in use throughout the life of the USAAF and continue to be used by the USAF at time of writing).

OPPOSITE: Boeing B-17E on its acceptance night. Note the lack of designator on the tail. It is finished with black wing walkway markings, and camouflaged to Spec. 24114. The first B-17E was accepted by the AAF on September 27, 1941. (USAF)

ABOVE: Three Vultee BT-15s show off their school numbers on the fuselage. They seem to correspond to the aircraft serial numbers (4110280/10409) for the second batch of BT-15s. This was a variant of the BT-13 with a 450 hp Wright R-97S-1l engine in place of the R-98S-AN engine. (Harry Gann)

48

U.S. ARMYAIR FORCES

Beech AT-7 navigation trainer (the Army's first) was an adaptation of the C·45 transport. First ordered in 1941,577 of this variant were built. Natural metal finish to Spec. 24113-A. (USAF)

The recommendation to have the radio call number painted on by the manufacturer was carried out by an order issued to contractors by the Prod. Eng. Sect. in November 1941. This specified that the airplane designator was to be painted on the aircraft prior to delivery, providing only that there was to be no additional cost to the government or delay in delivery of the aircraft.

Yellow tips added to propellers, August 1941. 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).

CessnaAT-8, 41-5, was the first prototype, seen at Wright Field. Thirty-three of this version were built. Aluminum finish, with Material Division markings and Wright Field arrow on fuselage. (Harry Gaon)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

49

Douglas Boston Mk. II, 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. 9824102-K and amendments. Thus, the US Army Air Forces entered World War II with its combat and non-combat aircraft bearing national insignia in different positions. This was to be duly changed at a later date.

Curtiss AT-9, one of 791 built, was an all-metal transition trainer for light bomber trainees. Regarded as a "hot" aircraft, it proved to be more difficult to fly than the service aircraft it was training crews for: as a result it was phased out of service as more versatile trainers became available. Natural metal finish to Spec. 24113-A. (Harry Gann)

50

u.s. ARMYAIR FORCES

Beech AT·ll Kansan bombardier and gunnery trainer also evolved from the C·45. 1,582 were built. Natural metal finish to Spec. 24ll3·A. (USAF)

T.O. 07-1-1A revision issued on October 28,1941. The last revision ofT.O. 07-1-1, before the USA entered 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 that airplane as specified in A.c. Circular 100-4. These designators will be painted on the airplanes as directed in paragraph 8c. herein.

CHAPTER 1: Formation o/the USAAF and Response to Attack in the Pacific

51

Douglas Boston Mk. III, W8--, aircraft No.17, 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. MarkgraO

(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-lA, aircraft no. "I" of the 123rd OS, Oregon G 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)

52

u.s. ARMYAIR FORCES

North American BC-lA, aircraft no. 15 of the 120th OS, Colorado NG at Biggs 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)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

53

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). All 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 mil thickness was obtained.

,

Vultee Vengeance Mk. II,AF841, runs up at Northrop Field, Hawthorne, California. It is camounaged in Dark Earth, Dark Green and Sky. (via author)

Vultee Vengeance Mk. II, AF841, from front view, shows a total lack of underneath markings and the characteristic cranked wing shape. (via author)

54

U.S. ARMYAIR FORCES

I

Taylorcraft YO-57, 42-452, was one of four obtained in 1941 to evaluate its use as a liaison and observation aircraft in close support of Army ground operations. Finish to Spec. 24114. (USAF)

(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). All 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).

Aeronca 0-58, one of a batch of twenty, ordered after four YO-S8s were obtained at the same time as the Taylorcraft YO·57, for the same purpose. The 0-58s were upgraded with wider fuselages and more window space. Finished to Spec. 24114, with the 1941 maneuver markings on the fuselage. (USAF)

CHAPTER 1: Formation of the USAAF and Response to Attack in the Pacific

55

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 light 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 15, 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 onesixth of the height. The letters were to be painted in a solid color and kept clean.

*****

North American Mustang Mk 1, AG345, the first production aircraft, shows the correct application of RAF Dark Earth, Dark Green and Sky finish (compare with the first Bell Airacobra). (via author)

2 1942 The First Full Year of Combat

The beginning of 1942 was not much better for the USAAF as the Japanese pushed deeper into the Philippines, most of the US aircraft being destroyed on the ground or overwhelmed in the air. The islands were finally overrun in May, but a short while before, Gen. Doolittle led sixteen B-25 medium bombers on a daring raid on Japan, made from the deck of the US Navy carrier Hornet. This was a real morale booster at a time when it was badly needed. The battle of the Coral Sea in May, followed by that of Midway in June, marked the turning point of the war in the Pacific, and finally allowed the new Eighth Air Force to be sent to England to commence operations against Germany. On the eastern front the Russians had launched their first major winter counter-attack at the beginning of 1942 against the German Army around Moscow, causing its first major retreat of the war. Later in the year, in North Africa, British Gen. Montgomery's victory at El Alamein, Libya, in October started the final Axis retreat across North Africa and paved the way for the Allied operation "Torch", under Gen. Eisenhower, the invasion of Northwest Africa on November 8, 1942. At the end of 1942, the German Army got mired down in Stalingrad, paving the way for more Russian winter offensives. The USAAF emphasis on production and training began to show results and by June, its strength had more than tripled to a

56

total of more than 21,000 aircraft, including more than 12,000 trainers. More than 140 aircraft were lost in combat over Europe and North Africa, while nearly three times as many, 341, were lost in the war against Japan. During 1942, the results of combat experience resulted in the following major changes in the marking and camouflaging of USAAF aircraft: Anti-submarine white camouflage evolved. Blue haze paint tested for use on F-4 reconnaissance aircraft. "U.S.ARMY" underwing markings deleted from combat aircraft, May. Red center removed from cocarde, rudder stripes deleted from combat aircraft, May. Medium Green patches added to wing and tail surfaces of combat aircraft, July. Camouflage colors standardized for all USA produced Allied aircraft, July. Red center dot removed from cocarde and rudder stripes deleted from all aircraft, July. Blue and yellow finish for primary and basic trainers deleted, September. Yellow outer ring added to fuselage cocarde in Europe and North Africa, September. "U.S.ARMY" underwing markings deleted from all aircraft, October.

CHAPTER 2: 1942-The First Full Year a/Combat

Spec.No.

T.O.07·1·1 Markings, Insignia, & Camouflage

Jan. Feb.

Mar. Apr.

May June

Jul. Aug.

New Issue

i i

I

Bulletin 41

Nov. Dec.

A

1

I

Colors for Camouflage Finishes

Bulletin 48

Sep. Oct.

57

I

Issued May.

Colors for Temporary Camouflage Finishes

A·N Porcelain Color Plates

Spec. 3·1 Color Card

24102 National Insignia

24105 Markings for Airplanes

24113 Color for Army Air Corps Airplanes

24114 Camouflage Finishes for Aircraft

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US Army Air Forces specifications in use, revised, or issued, by date and version, during 1942. The letters indicate a letter revision of a spec., such as T.O. 07-1-1A. The numbers indicate an amendment to an earlier version of a spec., such as Amendment No. 6 to Spec. 24114.

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Curtiss P-40-CU used as a training aircraft by the 54PG, at Hamilton Field, California, in early 1942. It is interesting to note that the cocarde under the left wing and the old designator markings have been painted out, though very thinly, and that the neutral gray paint sweeps up to the horizontal stabilizer, identifying this as one of the original camounaged P-40s. (USAF)

***

AAF Eastern Theater Of Operations orders camouflage paint to be applied immediately on all aircraft, January 1, 1942. Gen. Krogstad, commander of the First Air Force, requested that the First Bomber Command, Langley Field, VA., take immediate action to have the prescribed camouflage applied to all of its aircraft immediately. This memo went to the 34th Bomb Gp, Westover Field, MA, the 43rd Bomb Gp, Bangor, ME, the 13th Reconn. Sq, Bangor, ME, and the 2nd Bomb Gp, Langley Field, VA.

White and Haze Paints tested on Pursuit Aircraft, January 1942. Exp. Eng. Sect. (WF), investigated the method for camouflaging pursuit aircraft which were being used in studies of photographic installations. Two kinds of paint were used for the tests, namely: (1) Cabot Haze Paint, which was a colloidal dispersion of zinc oxide in oil. The plane had a bluish appearance (sky) when the paint was applied in a thin coating over a black background. (2) A pinkish white and a micaceous paint procured from the Lowe Bros. Paint Co, Dayton, Ohio (hereafter Lowe Bros.) The tentative conclusions were that a flat white camouflage paint was most suitable for camouflage against clouds and the haze paint was preferable for blue-sky conditions. Exp. Eng. Sect. stated that further tests would be conducted to ascertain satisfactory results.

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North American B-2SA-NA, one of forty built before production shifted to the improved B-2SB-NA version. The beam and ventral gun positions of the B-2SA were replaced on the B-2SB by dorsal and ventral gun turrets with two 0.5 inch guns each. (March AFB Museum)

Permanent Camouflage Paints tested in Florida, January 1942. Suitable finishes for permanent camouflage of aircraft were discussed in a report prepared by WE Laboratory tests of applications and removal, adhesion, durability and optical reflection characteristics were included in the investigation. WF concluded that, after five months of Florida exposure, permanent materials, of low gloss, color retention and satisfactory adhesion, had been developed. A method of measuring the specular gloss of camouflage finishes had also been developed.

Six of the sixteen B-2SB-NAs on the deck of the USS Hornet. Only visible radio call number is 40-2283. (USAF)

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Two of the B·2SB·NAs of Col. Jimmy Doolittle's Tokyo strike force on the deck of the carrier USS Hornet, on April 18, 1942. The right aircraft is 40-2282. Note how crammed the aircraft were on the deck. (USAF)

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Nose art on one of the Doolittle B-25B-NAs, appears to be painted in white. This attack achieved little in damage to Japan, but it came as a tremendous morale booster at a sorely needed time, and showed the Japanese that they were also now susceptible to attack by US forces. (USAF)

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Douglas B-18B-DO, 37·530, in Theater 5, the Caribbean and British West Indies area. It is fitted with a very early MAD (Magnetic Anomaly Detection) boom, which appears to have its cover installed upside down. Although it has the post May 1942 cocarde without the red center circle, it is still in dark olive drab and neutral gray finish, despite the drive for a white anti-submarine aircraft finish. (USAF) Request by the RAF for standardization of B-17E camouflage, January 28,1942. The RAP requested that the lAC make another effort to standardize the camouflage being applied to B-17Es at the modification centers, commenting that the previous differences of location of operational units of the two countries did not now apply, so it should be possible to find a common camouflage scheme for each class of aircraft. Under the aircraft allocation pooling then in force, it was difficult to paint different patterns at the manufacturing plants. Technical Sub-Committee On Camouflage decides that the AAF basic camouflage scheme and the U.S. Navy basic camouflage scheme be accepted as the production standard for all aircraft produced in the U.S. March S, 1942. The Technical Sub-Committee on Camouflage met on March 5, 1942, to discuss the problems raised by the British Air Committee requiring that British camouflage schemes be painted at the factory on all aircraft destined for the RAP and FAA. This was to be applied

A Curtiss P-40E, '585', being towed in Alaska. It has the famous Aleutian Tiger markings, plus white stripes on the fuselage and rudder. Note the blue and gray PBY in the background. (USAF)

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Convair B-24E-DTs on the new production line at the Douglas 1\1lsa plant in 1942. Ten B-24Ds and 167 B-24Es were built on this line before shifting to the later B-24H version. This photo is a graphic reminder of the enormous production capacity of the US aircraft industry, built up by joint planning between the AAF and civilian industry. More B-24s were built than any other US aircraft in World War II, but it was taken out of service almost overnight at the end of the war. (Harry Gann)

either before the aircraft left the U.S. or after it reached the British theater of war. The British also stated that it was impossible for them to accept the U.S. camouflage schemes operationally. The Sub-Committee decided that it was impracticable to adopt the British schemes as standard, because that system was based on the Service being able to anticipate the aircraft's operational theater or role while it was being completed at the manufacturer. They then considered camouflage schemes which could be used as a basis for all aircraft and could be converted to other services requirements with the least difficulty. It was agreed that this consideration could be converted into two standard basic schemes, (1) camouflage for land based aircraft, (2) camouflage for ship based aircraft, this to also include flying boats. The British representative stated that 70% of the British camouflage schemes used a "Dark Green," which was very similar to the Army dark olive drab, thus they could accept this in lieu of the Dark Green throughout the camouflage programs. For ship based aircraft, the British stated that the U.S. Navy colors would be acceptable. The current policy of pooling all aircraft production was given as a very strong reason to accept the two basic camouflage schemes, and this was accepted by all present. It was also recommended that the requirements for insignia and markings of a particular Service be accomplished as follows: a. When the allocation of aircraft was determined before production was complete, the insignia and markings of a particular Service would be applied at the factory. b. When an aircraft was diverted from one service to another, the change of insignia and markings would be made at the modification centers. In conclusion, the British representatives at the meeting agreed to submit the U.S. Navy camouflage system to the authorities in Great Britain for a decision as to whether or not it was acceptable. It was also agreed that the British would submit to the U.S. Army their specific requirements for camouflage on all types of Army aircraft in production in the US.

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One North American B-25C-NA, 41-12848, with two B·25Ds, operating in the anti-submarine role. B-25D-I-NC, 41-29917, has no ventral turret, while B.25D-20-NC, 41-30583 has both ventral and dorsal turrets. The latter aircraft were the Kansas city built version of the B-25C. Note the white anti-submarine finish on the B-25C. (Harry Gann)

Responsibility for Aircraft Camouflage development defined, April 1942. At this time, the Chief of Engineers was the War Dept. Agency responsible for the development of protective coloration and camouflage of all items of equipment, supplies and materials except aircraft. The Air Corps Board had held that responsibility for aircraft since 1940, while the Exp. Eng. Sect. (WF) was responsible for the material necessary for the camouflage. The Director of Base Services (Washington) on April 2, 1942, recommended that; The Air Corps Board continue their responsibility for the development of means and methods for the camouflage of aircraft in flight and on the ground.

North American B-25G-I-NA, 42-64809, was the eighth B-25G of 400 built, all at the North American, EI Segundo, plant. It was armed with one 75mm cannon and two 0.5 inch guns in the nose, plus the turrets. Note the three P-5IAs, two Mustang Mk. Is, and 13 B-25Cs in the background.(March AFB Museum)

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A training unit Curtiss P-40A, 39-1804, from Luke Field, Arizona, as designated by the X-804 on fuselage side. The band under the nose and the aircraft field number are yellow. (USAF)

Chief of Engineers continue development of all materials for camouflage of aircraft on the ground. The Dir. of Mil. Req. (Wash.) be responsible for the approval and execution of camouflage schemes. The Dir. of Mil. Req. pointed out on April 8, 1942, that the Air Corps Board had been inactivated as such, and functions were being handled by the AAF Proving Ground Command, Eglin Field, Florida, operating under Dir. of Mil. Req. That Directorate would now be accountable for the approval of camouflage schemes for aircraft developed by Material Command or Air Service Command. (Note: this points out how difficult it had been for Gen. Arnold to get a complete grip on the responsibilities and authority of the recently formed USAAF). Gen. Arnold directs that "summer" camouflage be put immediately on all aircraft leaving U.S., March 14, 1942. Gen. Arnold caused some confusion by directing that "summer" camouflage be painted immediately on all aircraft leaving the U. S. He ordered that machinery was to be established so that camouflaging would be automatic as soon as it was determined for which theater the plane was destined. Brig. Gen. Fairchild, Dir. of Mil. Req. (Wash.), on April 7,1942, pointed out that there was no summer camouflage, but that the Joint Aircraft Committee (JAC) had approved the following camouflage for all land-based aircraft produced in the U.S.: a. Surfaces seen from above to be painted the Army olive drab; surfaces seen from below to be painted a neutral gray. For night operations, a flat black color was to be used. Prior to this, on March 19, 1942, the Eng. Sec.(WF) had been told ofArnold's order by the Prod. Eng. Sec., Washington. They replied on March 25, 1942, that after Study 42 had been conducted, it had been decided that all tactical aircraft should be camouflaged with a uniform design and color. They therefore recommended that all aircraft leave the country with the standard camouflage finish and that the special colors be applied in the combat zone to suit the particular terrain. This recommendation was based on the difficulty presented by the ever changing military situation. White paint tested for use on anti-submarine aircraft, April 1942. On April 9, 1942, tests were run at Halifax, Nova Scotia, to check the visibility of PBY aircraft used for anti-submarine patrol low over water. One PBY was painted flat white, the second was unpainted and the third was in blue-gray finish. It was reported that the test proved unquestionably the effectiveness of white paint on aircraft used for anti-submarine work on sunny days. As a result, HO, 1st Bomber Command recommended that camouflage specs. should be changed to provide for the painting of the undersurfaces of anti-submarine aircraft with oyster white lacquer. The necessary materials should be provided to Bomber Command. This recommendation was supported by both the British and American submarine officers. Further tests were run on April 21, 1942, and it was concluded that a glossy paint might improve the effectiveness, and that de-icer (boots) along wing and tail surfaces also needed to be white. (Note: the request for a white anti-submarine camouflage led to a long, footdragging, contest and caused a lot of hard feelings. Not until June 1943, did Material Command issue a final report on further tests of the white finish. By that time, it was immaterial, as responsibility for anti-submarine coastal patrols had been handed over to the US Navy. Full details of this can be found in the following pages).

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Martin B-26B-l-MA, 41-17707, aircraft number 76, was the 164th B·26B of 1,883 built. It is seen painted in the final Sea Search scheme of neutral gray upper surfaces and white lower surfaces. ote the white leading edges of all surfaces. This cherne was developed at Eglin Field. (USAF)

North American XB-28-NA, 40-3056, was developed to replace the B-25, but it was not adopted. It made its first flight in April 1942. The prewar AAF markings are shown on the rudder, together with a very polished natural metal finish. (March AFB Museum)

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Three Douglas 8-188s on anti·submarine patrol in the Caribbean area in the dark olive drab and neutral gray finish. Note how different the color appears on the fabric covered surfaces to that on the metal areas. 80th were the same color, but the metal finishes were either enamels or lacquers, while the fabric covering finishes were dopes. This difference in appearance can be seen in photographs throughout the war. (USAF)

Request for Sand, Shade No. 26, to be added to T.O. 07·1·1, May 6, 1942. On April 24, 1942, Gen Arnold issued a directive ordering the use of Sand, Shade No.26, on the upper surfaces of aircraft operating on sandy or desert terrain. WF ordered initial shipments of ample quantities of the water paint, brushes, buckets, etc.. Dir. of Mil. Req. (Wash.) does not object to anti·submarine tests of white paint, May 8, 1942. The Dir. of Mil. Req. stated on May 8, 1942, in a letter to the CG, Material Command that a series of tests over several years had proved that a neutral gray was the best color for camouflage under ordinary conditions. However, there was no objection to the Coastal Patrol aircraft being furnished with oyster white paint for testing. If this shade proved superior, Specs. and Technical Orders should be so revised. Mat. Com. (Wash.) should forward to 1st Air Force any appropriate paint material found.

A training unit Curtiss P-40A, 39-1804, in formation with a natural metal North American AT-6C-NT, 41·32161. The AT·6 has a red stripe on the nose cowl and black number 376 below it on the cowl. Note that the AT-6 has the fuselage insignia star upside down! (Compare it with the P-40 fuselage star.) (USAF)

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Lockheed B-34A-LO, RAF Ventura Mk.II, AJ165, was one of a batch of 487 built, of which many were transferred back to the AAF under reverse lease-lend agreements. Seen at Wright Field, it was used by the AAF for over-water patrols, primarily in the Caribbean area. (Harry Gann)

Gen. Arnold requests changes to application of camouflage, May 8, 1942. Brig. Gen. Fairchild also wrote another letter to Material Command on May 8, 1942, requesting that revisions be made to Spec. 24114 and T.O. 07-1-1, covering the application of camouflage toAAF aircraft. These had been requested by Gen. Arnold as a result of watching paint being applied to aircraft at the Douglas Company. The changes requested were: (1) Spec. 24114 be revised to change the demarcation line between the upper and lower surface camouflage colors as necessary to prevent appearance of a definite, even and continuous boundary line. Masks will not be employed to separate the two shades. The lines of demarcation shall be eliminated as far as possible by blending the colors at the junction lines by overspraying. (2) Spec. 24114 should also provide for the use of "haze" paint on special photographic aircraft. (3) Training Aircraft of wood and fabric covered aircraft to be painted with aluminum-pigmented dope. (4) T.O. 07-1-1 to be revised to include the use of Sand Shade No. 26 for the upper surfaces of aircraft operating over sandy and desert terrain. Also trainers to be painted as in (3) above. Trainers would only be camouflaged as directed by Theatre of Operation Commanders, Training Center Commanders, or Commanders of posts or chools with the necessary authority. (5) Variations in the basic aircraft camouflage would permit the use of Medium Green Shade no. 42 instead of Dark Olive Drab when the aircraft operate over terrain so predominately green that the darker shade proves to be unsatisfactory. Sand Shade No. 26 could also replace the Dark O.D. over desert type terrain. (6) Along the leading edges, tips and trailing edges of the wing, vertical and horizontal stabilizers and rudders, splotches or patches of Medium Green No. 42 were to be allowed to break the continuity in appearance of the wing, stabilizers, and rudder outlines. The size of the splotches or stripes were to extend inward from the edges at various distances ranging from zero to 20% of the wing, stabilizer, or rudder chord. If the aircraft was definitely going to a desert or sandy region, the Dark O.D. might be replaced or painted over with Sand Shade No. 26. The above modifications in the basic camouflage scheme were probably going to have to be made at modification centers or at staging points after the aircraft left the production line. Use of haze paint for special photographic aircraft camouflage was also suggested. Mat. Com. was asked to initiate necessary action for these revisions. Technical Instruction TI-1111, was issued on May 15, 1942 to initiate the requested action. All of the above changes were duly added to revised versions of Spec. 24114 and T.O. 07-1-1.

The same aircraft, B-34A-LO, AJ165, from a rear view shows its RAF camouflage of dark green and dark earth over sky. Note the shine from the decals used for the insignia; these were commonly used throughout the war. (Harry Gann)

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Lockheed Vega B-37-LO, 41-37485, number 16 of a batch of 18 built for the AAF.lt was originally intended to build 550 ofthese as the 0-56-LO, but the remainder were canceled. Note that the cocarde only consists of the white star in the fuselage position, without the blue background; this was not to specs., but it is possible that it had not been completed at the time the photo was taken (Harry Gann)

Change in Serial Numbers and

omenclature, May 11, 1942.

Due to the change in nomenclature of the Air Corps to Air Forces, Material Command directed the following change in identifying USAAF equipment: a. Lettering on trucks and trailers is to be changed from "U. S. Army Air Corps" to "U. S. Army Air Forces". Also name plates and records with reference to serial numbers of airplanes and engine, are to be changed from AC. to AF.

Responsibility for the development of, and requirements for aircraft camouflage defined in Material Command Office Memorandum 0.42-16, May 12, 1942. (1) The Air Proving Ground Command (Eglin Field), under the Dir. of Mil. Req., was charged with the development of camouflage colors, designs, markings and insignia for the concealment of aircraft on the ground and in the air, for both day and night operation. (2) The Corps of Engineers was responsible for developing the use of nets, drapes or other coverings for concealing aircraft on the ground. (3) The Material Center (WF) was responsible for preparing specifications for paint materials recommended by the Air Proving Ground, for approving materials and processes used by aircraft manufacturers in camouflaging aircraft, and for investigating new materials and processes as directed by the Dir. of Mil. Req .. (4) The Air Service Command was responsible for the publication of instructions, and the procurement of necessary materials for the maintenance of camouflage on service aircraft.

North American BT-14- A, 40-1305, basic trainer was a development of the BT-9. It is seen here without the rudder stripes and the red center to the cocardes, but is still in the true blue and orange yellow trainer finish. That color scheme was deleted in September 1942 in favor of an allaluminum finish. (Nick Williams)

u.s. ARMYAIR FORCES

70

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1.

Af 746

-Vultee Vengeance Mk.II, AF746, seen unfinished except for the anti-glare panel. This was the second MidI built by Northrop out of a batch of 200 aircraft. Most of these were sent to the Burma front as close support aircraft. ote the BT-13s in the right background. (Convair)

Red center removed from insignia, rudder stripes deleted on combat aircraft, May 12, 1942. War Department Circular #141, dated May 12, 1942, stated: Markings of Military Aircraft. - 1. The red circle in the center of the insignia as used at present will be eliminated. The new insignia will therefore be a five-pointed, white star within a blue circle. 2. The red and white tail marking will be eliminated. 3. These changes will apply to all combat aircraft of the Army and Navy after May 15, 1942.. The circular did not state any reason for this drastic action, but it had ltrisen as a result of extensive combat action in the Pacific area against the Japanese. The Japanese national insignia was the red hinamoru circle and, in the heat of combat, USAAF and Navy pilots tended to fire at any aircraft with red in its insignia. (Note: red was to return briefly in June-August 1943 to the US National insignia, then it disappeared completely until after the end of the war. It returned as the color of the center stripe of the current US insignia in January 1947).

Vultee A-35A-VN, 41-31156 (the eighth A-35A built). This was the AAF equivalent of the RAF Vengeance, and like many of those, these were nearly all converted to target towing aircraft. (USAF)

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U.S. ARMYAIR FORCES

Vultee A·31·NO, RAF Vengeance Mk. II,AF769, in AAF markings over the RAF dark green, dark earth, and sky finish. This was a repossessed aircraft, the twenty·fifth of the type built by Northrop. The aircraft number "69" is the last two digits of the RAF serial. (USAF)

Top view of A·31·NO AF769 shows very clearly the unusual cranked wing planform and the standard RAF camouflage with the AAF cocarde markings. (USAF)

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Southeast AAF Training Center, Maxwell Field, AL, revises marking and insignia for its trainer aircraft, May 20, 1942. Maj. Gen. Stratemeyer issued General Orders No. 54, revising the marking and insignia requirements for the Training Center's aircraft to the following: 1. Aircraft in this training center will be marked with identifying numbers as follows: A. Basic and Advanced - Aircraft belonging to Basic and Advanced Schools will be marked with a code group consisting of an identifying letter or letters for both schools as shown below, plus a digit or digits from 1 to 999, the numbers to be assigned by the station commanders. The letter and number combination will be consecutive with no dash or space between them. The following identifying letters are assigned: Gunter G Shaw S Augusta - A Turner T Columbus - CO Craig CR Napier N Eglin E Cochran C Greenville - GR Tyndall - TY Tuskegee TV MO Maxwell M Spence SP Moody b. Primary - Primary aircraft will be identified by a number only. Numbers may run from 1 to 999. c. Four-Engine Schools - Four-Engine Schools will not use an identifying letter but will use an identifying number of not more than two digits. 2. All identifying letters and numbers will be placed to the rear of the rear cockpit. They will be proportioned and placed in accordance with Para 3, T.O. 07-1-1, dated April 8, 1941. 3. The radio call letter designator will be placed on the vertical fin of all aircraft in accordance with Para. 8 c. T.0.07I-lA, dated October 23,1941. On the primary training aircraft the designator will be placed diagonally on the fin, Le., from the lower left to the upper right corners on the left side of the fin and from upper left to lower right corners on the right side of the fin. Designators will not be placed on the fuselage of any training aircraft. 4. The distinctive insignia of this 1 raining Center will be centered on the fuselage, just forward of the trailing edge of the lower wing. 5. If desired locally, the identifying letters and/or numbers of single-engine aircraft may be placed on the nose cowl for aid in identification. They may also be placed on the nose of twin-engine training aircraft.

... Lockheed Hudson Mk. V (LR) AM898, repossessed and numbered 42-980, as an A-29. Finished in the standard RAF dark green, dark earth, and sky scheme, it retains its RAF serial numbers on the fuselage and under the wings. However, it also has its AAF radio call number on the vertical tail. (USAF)

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Bell P-39D being used as a training aircraft. It has the red center overpainted on the cocardes, but retains the "U.S.ARMY" markings under the wing, These were ordered removed from all combat aircraft in May, 1942, but not removed from trainer aircraft until October 1942. (USAF)

Permanent Sand Camouflage requested for 98th Bomb Group project, May 27, 1942. On May 27, 1942, the Prod. Eng. Sect.(WF), teletyped the Prod. Eng. Sect. (Wash.) that: In reference to requirements for application of Desert Camouflage to aircraft for 98th Bomb Group project, it is intended to apply permanent camouflage enamel conforming to Air Corps Spec. 14109 of the same color as water color Sand, Chart No. 26. It is also intended to apply this enamel in a solid color coat over the existing Olive drab camouflage and that the under surfaces will remain neutral gray as they are at present. In-as-much as present instructions at the Material Center concerning camouflage of this type are not definitive, this information is furnished in order that the proper authority may be informed. (Note: the 98th Bomb Group (Heavy) initially consisted of 35 B-24Ds. They were sent from Morrison Field, Florida, between 17 and 30 July, via the southern ferry route to their Middle East base at Ramat David, Palestine. They went into action on August 1, 1942). Application of Haze paint to F-4 aircraft reviewed, May 27,1942. The Exp. Eng. Sect. (WF), reviewed the painting of eight F-4 aircraft of the 5th and 9th Photographic Reconnaissance Squadrons at Felts Field, Spokane, WA. They found that experienced painters, even if unfamiliar with the principal of haze paint application, could quite easily accomplish the work, under proper supervision. Deletion of "U.S. ARMY" from below wings ordered, May 28, 1942. The AAF directed that the lettering "U.S. Army" be removed from the bottom of wings of camouflaged airplanes then in service and those being produced. All manufacturers were notified that the lettering was no longer desired, and the Material Center was ordered to eliminate the requirement from appropriate specifications. Spec. 98-24102-1{, Amendment No.3 changes insignia requirements, May 28, 1942. The design of the insignia was now changed to reflect the requirements of the War Department Circular of May 12th. The following now applied:

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Lockheed P-38F, showing the new insignia to 24102-K, amendment no.3, on left wing. Note the condition of the paint on booms aft of the turbosuperchargers, caused by their exhaust. (USAF via Gerry R. Markgraf)

Lockheed P-38F, shows its black number "86E" on nose of cowls, and the red cowl bands behind propellers. It can be seen where the red star was painted out on the fuselage insignia. ote that the insignia is missing from the top of the left wing. (USAF)

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Bell P-39F (or later; it has the small dorsal tin, but retains the four wing mounted guns) shows how few markings there were on the top of wings at this time. Only the fuel tiller caps and the cocarde are to be seen. (USAF)

Design: (1). Training Aircraft. . The design of the insignia shall be a red circle inside of a white five pointed star, inside of a blue circumscribed circle as shown in Figure 1. The circumference of the inner red circle shall be tangent to the lines forming a pentagon made by connecting the inner points of the star. (2). Combat Aircraft. . The design shall be the same as that described in para a. (1) for training aircraft except that the circle inside of the five pointed star shall be eliminated and the entire star shall be white. The colors were to conform to the A-N Aircraft Color Standards. For rudders, the spec. now read: (1). Training Aircraft. . The insignia on the rudder shall consist of one blue stripe parallel to the rudder post and 13 alternate red and white stripes parallel to the longitudinal axis of the airplane as shown in Figure 2. (2) Combat Aircraft. . The rudders of combat aircraft shall bear no insignia.

Mil. Req. Policy No. 15, Supply. 1, defines standard basic camouflage, May 29, 1942. A supplement to Mil. Req. Policy No. 15, dated May 29, 1942, set forth the standard basic camouflage for all operational aircraft produced in the U.S. Manufacturers were to apply the olive drab paint to top surfaces and neutral gray to lower surfaces of the aircraft and all lines of demarcation were to be eliminated as much as possible. A memo issued by the Material Center, WF, on June 8, 1942, further stated that haze paint for special photographic aircraft would be provided if desired and that all training aircraft should be camouflaged as directed by Theaters of Operations. In order to avoid confusion as to the term operational aircraft, JAC approved on June 12, 1942, limitation of this term to apply only to USAAF land based aircraft, with the exception of amphibians.

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Boeing B-17E-BO, 41-9102, is seen flying over Topeka, Kansas in 1942. Note the medium green blotches on the vertical tail and top wing and stabilizer surfaces, per the order of July 1942. (March AFB Museum)

Major Revision ofT.O. 07-1-1 issued, June 1, 1942. Amajor revision of TO. 07-1-1 was obviously required to cover all of the major changes made since the issue of TO. 07-1-1, dated April 8,1941 and TO. 07-1-1A, 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 AAF. Form 41 will not be required in this case. 1. Camouflaging of Aircraft. .!!,. 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 may be delegated . .12.. Application of Camouflage Materials Over Existing Protective Coatings.....Temporary camouflage materials, i. e., Paint, Water Dry, Army Air Forces Spec. 14057, as outlined herein, may be applied over existing permanent camouflage finishes when required and as directed by Commanders in the Theaters of Operation. Q. 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. !<. Types of Camouflage Materials. - ........It will be noted that the use of both types of materials requires the use of a

78

U.S. ARMYAIR FORCES f. Use of Special Color of Camouflage Materials. (1) The basic camouflage scheme in permanent camouflage materials for Army Air Forces aircraft is as fol(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 green. (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 outlined 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).

Lockheed P·322, AF207, in RAF Dark Earth, Dark Gre~n and Sky camouflage, is one of the 243 Lightning Mk. Is ordered by the RAF. They were rejected by the RAF because the lack of turbosuperchargers gave a much reduced performance. They were taken over by the AAF, given the non-standard designation of P·322, and used as trainers. Note the different colored spinners, (USAF)

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Curtiss P-40E of the 11th FS, in Alaska on July 15, 1942, showing the huge "Aleution Tiger" markings on the nose, painted in yellow, black, and white. There are white stripes around the fuselage and on the rudder, identifying the 11 FS. Note that though the red centerofthe cocardes have been painted out, the "U.S.ARMY" markings under the wings have not, despite the order clearly stated that both were to be removed from all combat aircraft. (USAF)

Responsibility for development of Camouflage Materials clarified, June 8, 1942. 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 11th FS, Alaska, taxing. The official caption states in error that this an AVG aircraft. (USAF)

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31366 AC

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-SA 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, Mitchel 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".

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Curtiss P-40A, aircraft number "74" of the 23rd FG, 14th AF, landing at Kunming, China, on September 15, 1942. (USAF)

Another Lockheed P·322, AF116, in RAF camouflage, which appears to be in much better shape than the P-322, AF207. Note the P·43, 41-678, in background, plus AT-6s. (USAF via Gerry R. Markgraf)

.....

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In response to this, on July 2,1942, HQAir 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, Hempsted, 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 Mitchel Sub Depot Type No. HQ Sq, lEC 2 B-34 B-25 393rd BS 10 Westover Sub Depot B-25 14 13th BG B-18 13 Langley Sub Depot B-17 12 2ndBG B-18 3 B-34 6 2nd Sea Search Attack B-18 12 39th BG (Dover) B-25 13 Pope Sub Depot 79th BS B-34 14 396th BG A-29 8 3rd Air Service Area Command Orlando Sub Depot B-34 12 78th BG (Jacksonville) Morrison Sub Depot 80th BS (Miami) B-18 6 10 B-34 76th BS (Miami) A-29 10 309th BG (Miami) B-25 12 Mobile (Ala.) Depot A-29 7 433rd BS • B-34 5 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.

Curtiss P·40E-CU, 41-5449, one of a batch of 820. Location and unit unknown. The nose band and entire tail area appear to be overpainted rather thinly in identification yellow. Most probably in the US, note the large concrete ramp area. (Harry Gann)

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Underside of right wing

Douglas C-54A, with medium green blotches to T.O. 07-1-1, July 10,1942. Fuselage insignia is 48 inches in diameter and the wing insignia are 58.5 inches in diameter. Based on Douglas drawing 5177211.

© Victor Archer

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Stearman PT-17, painted to T.O. 07-1-1, July 10,1942

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 1.[ (1) (£) and revised paras. 5..!!. and 6. 1.f. Dse of Special Color of Camoufla~e Materials. (1) The basic camouflage scheme in permanent camouflage materials for AAF aircraft is as follows: (£) 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. A[1[1lication should be made so that the continuity in a[1[1earance of the win~. stabilizer. and rudder outlines is broken. 2. The size of the s[1lotches or stri[1es should extend inward from the ed2es at various distances ran~ing fro 0 to 20% of the width of win2. stabilizer or rudder member. 5. Markings. .1!.. The markings for all military aircraft will be in accordance with Spec. 98-24105 (airplanes), or 99-2050 (lighterthan-aircraft) except that on camouflaged aircraft the marking "D. S. Army" on the under surface of wing will be omitted. 6. Standard Insi~nia. 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: .1!.. The red circle in the middle of the star insi~nia as used as present will be eliminated on all types of aircraft. The new type of insi~nia 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 up[1er surfaces of the fuselage except as noted in para. !.f. (1) (£). 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).

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Douglas C·53·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 camounage and carried the national insignia, as well 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 close-up of the markings on that side. Seen at Boston, Massachusetts. (Delta Air Lines via Talbott)

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Stinson L-S-VW, 42-14799, was the second 0-62, redesignated to the new L-S designation. (USAF)

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

Lockheed B-34, 41-38206, in Dark Olive Drab and Neutral Gray, with yellow M·127 on fuselage, taking otT. The number'127' is repeated on the nose in yellow. (USAF via Gerry R. Markgraf)

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Stinson L-5-VW, 42-14809, was one of the batch of 275 originally ordered as 0-62s in 1942. (USAF)

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 the 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 3000 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 is very unusual in showing the aircraft on Edo floats next to an Army flotation device. (Harry Gano)

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U.S. ARMYAIR FORCES

Lockheed C-57B-LO, 43-3271. This transport was a R-1830 engined variant of the C-56 and was Lockheed constructor no. 2211. (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, Ccl. 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.

,.

Lockheed A-29, AM898, was built as an RAF Hudson Mk. V. Finished in RAF Dark Earth, Dark Green, and Sky, it was another aircraft returned to the AAF. It is seen with a PT-17 behind and a C-78, 41-283 to the left. (USAF via Gerry R. Markgraf)

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The committee agreed that a single standardized Color Card would greatly simplify the entire system. They made the following recommendations: Accepted as standard color. Eliminated from further use. (1) British Dull Red Army Insignia Red Navy Insignia Red for further tests (2) Navy Insignia Blue Army Insignia Blue, British Dull Blue (3) Navy Insignia White Army Insignia White, British White, Navy Glossy Insignia White. British Black, Navy Black. (4) Army Black British Deep Sky, Navy Light Blue. (5) British Azure Blue Navy proposed Dark Blue and Blue(6) British Extra Dark Sea Gray, Gray, British Ocean Gray, Army name to be changed to Sea Gray Neutral Gray. (7) Navy Light Gray British Sea Gray Medium. British Yellow, Army Identification (8) Navy Orange Yellow Yellow. (9) British Middlestone, Army Sand * (10) British Dark Earth. British Dark Slate Gray, British Dark (11) Army Dark Olive Drab Green. Navy Light Green. (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).

Douglas C-54-DO, 42-32936, was the tenth aircraft on the production line. This is one of the original batch of DC-4s built for United Airlines and American Airlines, but impressed while on the production line due to the war. (Nick Williams)

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U.S. ARMYAIR FORCES

Boeing B-17E-BO, one of the first B-17s to arrive in England at the beginning of the Eighth Air Force in the summer of 1942. It is one of a batch finished in two tone camouflage with sky undersurfaces. (USAF)

_

~.'1

Boeing B-17E-BO, 41·9023, of the 414 BS/97 BG, was named "Yankee Doodle". It is shown having regular maintenance work performed on its engines. (March AFB Museum)

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Desert Camouflage for Martin B-26s described by WF, July 31,1942. The Prod. Div. (WF) informed the Martin Omaha, Nebraska, plant of the paint scheme for use on B-26s destined for desert use. Sand shade enamel was to be used instead of, or over the existing Olive Drab shade, but there was no change to the Neutral Gray under surface color. All upper surface fabric-covered parts were to be painted with Sand color dope. Exp. Eng. Sect. (WF) test camouflage on B-29 stainless steel wings, August 1, 1942. Tests were run by the Exp. Eng. Sect. (WF) to determine the value of camouflage finishes on stainless steel wings for B-29s. They found that camouflage finishes on stainless steel were equal to similar finishes on aluminum coated aluminum alloy. Their report also indicated that the methods used for cleaning the metal surfaces, prior to the application of paint, was satisfactory for stainless steel (note: B-29s did not use stainless steel for the production aircraft, because satisfactory aluminum alloys were available-author). Douglas Company asked to delete "U.S. Army" lettering under the wings of all camouflaged aircraft, August 10, 1942. Wright Field requested the Douglas Company to delete the words "V.S. Army" from the underside of all camouflaged aircraft. They requested that immediate action be taken to remove this wording on the undersurfaces of camouflaged wings for models C-53, C-54, C54A, and C-74 airplanes (this was a very early mention of the C-74 - author). T.O. 07-1-1B revision issued on August 15, 1942, covering use of Medium Green blotches, deletion of "U.S. Army" under wings and the use of decals for organization insignia. A revised version, T.O.07-1-lB, was issued on August 15, 1942, and added paras.1.1.(l)(f) and revised paras 5.~., 6. and 7.~. 1.1. Vse of Special Color of Camouflage Materials. (1) The basic camouflage scheme in permanent camouflage materials for Army Air Forces airplanes is as follows: ************************************************************************ (f) 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 from oto 20 per cent of the width of wing, stabilizer or rudder member. 5. Markings. ~. The markings for all military aircraft will be in accordance with Spec. 98-24105 (airplanes), or 99-2050 (lighterthan-air aircraft) except that on camouflaged airplanes the marking "V.S. Army" on the under surface of wing will be omitted. 6. Standard Insignia. - Standard military insignia will be placed and maintained on each airplane as outlined in Spec. 9824102, or Spec. 24114 (airplane camouflage) which includes the following: ~. The new insignia is a five pointed white star within a blue circle. h. All rudder stripes will be eliminated and color of rudder will be the same as the upper surfaces of the fuselage except as noted in para. 1.1.(l)(f). f. Decalcomania transfers may be used if desired. (for application of decalcomanias on airplanes assigned to Air Service Command see T.O. No. 01-1-21.) 7. ~. Decalcomania Insignia. - Where personnel are not available to print organization insignia in a satisfactory manner, the use of decalcomania insignia on airplanes is authorized. (Band or spray painting of the new Air Service Command Insignia is not authorized - see T.O. No. 01-1-21.) Owing to the local nature of their usage, however, it will be necessary for organizations (except the Air Service Command) desiring to use these transfers to obtain them by local purchase. Their application does not require skilled workmen. Instructions for applying decalcomanias are furnished by the manufacturer. They should be stored in a dry place where they will not be exposed to temperature above normal.

First production Lockheed F-5 haze painted, August 21, 1942. The Prod. Eng. Sect (WF) told the Photo Lab. Exp. Eng. Sect. (WF) that the first production F-5 aircraft had been given a coat of haze paint, which had failed to meet expectations, possibly due to improper application. The Material Center (WF) had been made responsible for the testing this aircraft. Problems continued with the application of the haze paint to production F-5 aircraft and the in-flight results were very variable. It was thought that the properties of the original Cabot haze paint were responsible for the poor results, but testing done with haze paint produced by two other companies were also disappointing. Eglin Field eventually produced a Final Report on October 23, 1942, entitled "Test of Haze Paint" (see later in this chapter-author).

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l"

North American 0-47A, 37-327, finished in Dark Olive Drab and Neutral Gray, is seen with the new insignia. These obsolete aircraft were used for coastal reconnaissance patrols until other aircraft were available. (USAF)

Curtiss P-40E. Close up view of Col. Robert L. Scott's aircraft in China on September 15, 1942. This shows crew chief

J.R. Hill pointing to Col. Scott's five kills on the side of the airplane. By this time the American Volunteer Group (AVG) had become the 23rd FG of the 14thAF in China. (USAF)

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Curtiss C-46-CU, 41-5180, is one of the initial production model built as troop transports. This is aircraft no.21 of the first batch of 25. (Harry Gann)

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

North American P-51As of a training unit. Aircraft numbers 48, 49, 50, have red spinners, while numbers 63, 73, and 67 have yellow spinner. They all appear to have the white liD bands across upper wings just outboard of the landing gear. (USAF via Gerry R. Markgraf)

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U.S. ARMYAIR FORCES

Waco CG-4A, is one of 13,906 built as the AAFs primary transport glider. This is one of the first production gliders at Wright Field. (Harry Gann)

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

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

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Beech AT-ll-BH Kansan, 41-27362, shown dropping its bomb load at the Childress bomb range, Texas, in June 1942. Note that it still has the "U.S. ARMY" under the wings. (March AFB Museum)

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

Results of tests of white camouflage in anti-submarine operations, Langley Field, VA, August 31, 1942. Continuing the effort to get the use of white camouflaged approved for anti-submarine operations, tests had been run at Langley Field, VA, comparing the visibility of different camouflage colors used on B-17E and B-34 airplanes. The colors used were an off white and a brown (olive drab) on one of each type of airplane. It was found that the white painted airplanes had a definite advantage over the brown painted airplanes in anti-submarine operations. It was recommended that: a. With least practical delay, paint all aircraft in a shade of "off white". Ashade a little more "off white" than those used in these tests was considered preferable. b. Future aircraft destined for anti-submarine operations should be properly camouflaged prior to delivery to a tactical unit. (Regrettably, it was to be quite a while before any top-level action was taken to implement these recommendations, as we shall see author).

North American AT-6C-NT, 41-32084, without the fuselage cocarde. The "X" shows that it was from Luke Field. (Harry Gann)

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North American AT·6C·NT, 41·32805, is from the first batch of 963 AT·6Cs. This one is carrying the fuselage cocarde and has its school numbers moved forward. Note that it has a replacement rudder so the first two digits of the radio call number are missing. (March AFB Museum)

New AAF Spec. No. 24115 Protective Coatings and Finishes (for Aircraft Wood Surfaces), issued on September 3, 1942. The AAF had an increasing number of new types of aircraft under development using wood as the main material. It was found necessary to issue a spec. covering the requirements for protective coatings and finishes on these aircraft and Spec. No. 24115 was issued on September 3, 1942. (this was exactly three years after the declaration of war by Britain and France on Germany brought the Allies into World War II. This spec. had a very short life, being canceled and replaced by a new Army-Navy Aeronautical spec., AN-C-83, on July 1,1943 - author.) For plain wood surfaces, interior enclosed surfaces were to receive at least two coats of a clear sealer. Interior open surfaces were to be finished with at least one coat of clear sealer, one coat of surfacer and one coat of the specified color, or at least two coats of pigmented sealer and one coat of the specified color. Exterior surfaces were to be finished the same as interior surfaces, except that at least two coats

North American AT·6C·NT, 41-32806, shows that it does not have the "U.S. ARMY" under the wings, so it is seen later than October 1942. (March AFB Museum)

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Curtiss P-40Es of the 16th FS/51st FG, of 14th AF in China on October 24, 1942. From the camouflage pattern, they are ex-RAF aircraft transferred to the AAF. (USAF)

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

Spec. No. 24114·A, Camouflage Finishes for Aircraft issued September 4, 1942. The various changes discussed in the preceding pages made it necessary to revise Spec. 24114 and the revised -A version was released on September 4, 1942. The major changes were: Application. - One coat of zinc chromate primer was now required to be applied to all exterior metal surfaces. This was to be followed by one of two types of camouflage finishes as follows: All exterior metal surfaces (except for insignia and markings) were to be coated with two coats of camouflage lacquer or with one coat of camouflage enamel. The entire airplane was to be coated with either lacquer or enamel. In no case was lacquer to be used for upper surface and enamel for the lower surface or vice-versa. The splotches referred to earlier were now called out, as was the overspray at the color boundary lines. If specified, the upper surfaces could be coated with Medium Green, Shade No. 42; White, Shade No. 46; or Sand, Shade No. 49, in lieu of the usual Dark Olive Drab Shade No. 41 (note: this was the first use mentioned of the new Sand Shade No. 49, rather than the earlier Sand No. 26). All under surfaces were to be painted Neutral Gray Shade No. 43, or if specified, Black, Shade No. 44.

Note re Camouflage and Air Defense of American Installations, AAF Chief of Staff, September 9, 1942. The following very interesting note was written to the Corps of Engineers, by the Chief of Staff, USAAF, on September 9, 1942: 1. If and when the German offensive in Russia is completed there will be a concentration of German aircraft on the Western Front. When this occurs, more intensive German bombing activities can be expected against American airdromes and American installations. Fullest measures should be taken for the camouflaging of installations of the VIII Air Force Service Command and steps should be taken to ask for proper units for air defense. It is desired that your section restudy camouflage or air defense requirements with the above in mind and report to this office any change which you recommend. This is a graphic reminder that the future course of the war in Europe was anything but certain in view of the then power of the Third Reich.

U.S. ARMYAIR FORCES

98

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Vultee Vengeance Mk. lIs awaiting conversion to the target towing role for the AAF at Delta Air Lines, Atlanta facility. Serial no. on the nearest aircraft is ANS9? (Delta Air Lines via Talbott)

Another view of the Vengeance MIdIs at Delta Air Lines for conversion. More than 18 can be seen in this photograph. Only visible serial no. is ANS94. (Delta Air Lines via Talbott)

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Stearman PT-17, painted to Spec. 98-24113-A, Amendment No.6, September 12, 1942.

Spec. No. 98-24113-A, amendment No.6, September 12, 1942, completely deletes blue and yellow finishes for trainer aircraft. This revision to Spec. 24113-A, "Color for Army Air Corps Airplanes," finally caught up with the times and changed its title to read "Colors for Army Air Forces Airplanes." Of greater substance, it finally deleted all requirements for blue and yellow finishes for trainer aircraft, and stated that color requirements for camouflaged aircraft were to be in accordance with Spec. No. 24114. The finished color scheme for painted surfaces was to be as follows for the parts listed:

Stearman PT·17-BW, 42·16421, is seen in the all-aluminum finish adopted in September 1942, replacing the true blue and orange yellow scheme. 3,064 of this version were built. (Harry Gann)

u.s. ARMYAIR FORCES

100

Floats, Wing - below Water Line Horns, Fittings, Etc.

Exterior (Exposed) Surfaces. Black Color of Surface to Which Attached Black No Added Finish Black Black

Hulls - below Water Line Skis Step-Plates Walkways Wheels (see Spec. No. 25258) Highly Reflecting Surfaces Dull Dark Green i.e. The fuselage decks forward of the Pilot's compartment and the inboard side of engine nacelles. Aluminum (1) All other exposed surfaces Interior (Inclosed) Surfaces Wings and Control Surfaces, Including Ribs, Spars, and all interior structures Optional Fuselage, excepting compartments for Optional personnel, luggage and cargo Cockpits for pilots and observers which are open or for which sliding enclosures are provided Yellow Green (2) Floor and sides to Closed cockpits, the top and sides of which form part of the fuselage structure tops of windows Dull dark green. Sides above window and ceiling Aluminum Seats and upholstering for seats, carpets, Dull dark green drapes, etc. Dull dark green and Passenger compartment (transport airplanes) aluminum as specified for closed cockpits. Luggage, cargo and bomb compartment Yellow Green (2) Notes:

(1) Aluminum: see Spec. No. 98-24113-A, dated September 9, 1938. (2) Yellow green shall be prepared in accordance with spec, no. 3-100.

Placing Star insignia on side of training aircraft objected to in view of very large number of aircraft that would have to be repainted, August, 1942. The War Department Circular No. 273, August 18, 1942, required that all trainer aircraft would have to have the star insignia painted on the fuselage, aft of the wing. The Southeast Air Forces Training Center, Maxwell Field, AL, pointed out that to meet this rquirement, not only would they have to expend a lot of effort on painting the insignia on all of their approximately 4,600 aircraft, but that they would also have to remove the field letters and numbers on all of these aircraft. They felt that the letter and field numbers were necessary for ready identification of aircraft in their training program. Thus, they requested if it was possible to have trainer aircraft excluded from the requirements of the circular. The HQ. Air Forces Flying Training Command, Fort Worth, TX, to whom the above objection had been sent, in turn wrote to the Director of Individual Training, AAF, Washington, stating that there were approximately 15,500 training type airplanes in the Flying Training Command that would require a change of insignia in order to comply with W.D. circular No. 273. They requested that to avoid interruption of training schedules, and to conserve labor and materials, that the Circular be amended to exclude training type aircraft assigned to the AAF Flying Training Command. Meanwhile, Maxwell Field, on September 29,1942, sent a letter to the Director, with recommendations for applying the star insignia to the fuselages of in-service training aircraft. In reply, on October 12, 1942, the Director stated that the Aeronautical Board had proposed the following suggestions regarding the fuselage insignia; these were, if approved, going to be issued as an A-N spec. A maximum diameter of 50 inches and a minimum diameter of 20 inches were to be used for the fuselage insignia, standard sizes to be in multiples of 5 inches. The diameter to be used was the standard size which came closest to being 75 percent of the fuselage depth at the selected location. It was believed that the specified size and location of the fuselage insignia would leave adequate space on training airplanes for their identification markings. It was also stated that, pending more definite information and the issue of appropriate instructions and technical orders, no action was to be taken by Flying Training Command to alter the markings on their aircraft.

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Boeing B-17F-27-BO, 41-24639, was the last of the -27 block and is seen flying near its Bassingbourne, England, base in late 1942. It carries the yellow code letters of the 323rd BS, 91st BG, assigned to the 1st Bomb Wing, Eighth Air Force. (USAF)

Curtiss P-40C-CU, 41-13468, of the 31st FS in the 6th AF, Caribbean area. It is shown in its net-covered revetment; note the shadows on the aircraft's camouflage. Photo taken in December 1942. (USAF)

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u.s. ARMYAIR FORCES

CHAPTER 2: 1942-The First Full Year of Combat

103

Yellow outer ring added to lower wing and fu elage insignia for aircraft destined for use in invasion of North Africa, in Amendment to Op. Memo No.9 for operation "Torch," dated September 30, 1942. In preparation for Operation "Torch", the Allied invasion of French North Africa, an amendment dated September 30, 1942, to Operation Memorandum No.9, dated September 25,1942, was issued by Allied Force Headquarters under Gen. Eisenhower's command. This amendment added a yellow ring around the star insignia on the fuselage and under the wing of all American aircraft taking part in this invasion. Intended for ground recognition, it was not required for use on the upper wing insignia. (However, it is obvious from photographs that many aircraft also carried the ring on the upper wing insignia - author). An order adding a two-inch thick ring to the fuselage star insignia was also issued by Gen. Spaatz on October 1,1942, in England for USAAF aircraft in the European Theater of Operations. It has been suggested that this yellow ring was added to the insignia to make it more resemble the British roundel and thus help reduce resistance to the invasion by the local French troops: they were considered to be more friendly to the U.S. forces than to the British forces, who had recently shelled the French Fleet in its home port to prevent it falling into Axis hands. (The later adoption of RAF type red, white ,and blue fin flashes on USAAF aircraft serving in North Africa also lends credence to this suggestion - author.)

Spec. No. 98.2410S·Q issued on October 1, 1942, revised Radio Call Number, and other detail requirements for markings on airplanes and airplane parts. This new release of the markings spec, grew to no less than twelve pages in length. The revisions included those for camouflage markings and were as follows: All exterior markings on aircraft with camouflage finishes were to be applied with either red, black, or blue, shades Nos. 45,44, and 47 respectively, of Bulletin No. 41, of the same materials as the finish on the airplane. Lower Wing Markings required that the marking "U.S.ARMY" was to be painted on the lower surface of the lower wing of biplanes or on the lower surface of the wings of monoplanes, except when the airplane was camouflaged, in which case the marking was not to be used. The letters "U.S." were to be painted on the right wing, and the word "ARMY" on the left wing, with the top of the letters toward the leading edge. These markings were to be centrally located with respect to the wing outline. The letters were to be of the vertical type, 24 inches high and with strokes four inches wide.

Douglas C-47-DL, 41.18393, is shown in North Africa at the end of 1942. ote the RAF fin flash on the fin. This was painted on allAAFaircraft operating in Operation TORCH and lasted well into 1943. (Nick Williams)

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u.s. ARMYAIR FORCES

Supennarine Spitfire Mk. VB, RAF serial number AA963, in yellow, on Dark Olive Drab and Neutral Gray camouflage. AAF star insignia on wings and fuselage. Note the Medium Green blotching on fin, rudder and elevators. There is a yellow number "2" on nose. (USAF)

Vertical Tail Markings required that each airplane should have a radio call number painted on its vertical tail surfaces. The number was to consist of at least four numbers, to be determined as follows: The first number was to be the last number of the year in which the airplane was manufactured, and the remaining numbers were to consist of the serial number of the air plane, using zero where necessary between the year designated and the serial number to make four numbers. Example No. 1. - The radio call number of an airplane manufactured in 1942, having serial number 42-5434, was to be 25434. Example No.2. - The radio call number of an airplane manufactured in 1942, having serial number 42-7, was to be 2007. A radio call number was to be placed on each side of the vertical tail surface. Where more than one vertical surface was used the call number was to appear on the left exposed side of the left hand surface, and the right exposed side of the right surface. Each numeral was to be of the block type, the width two-thirds of the height and the strokes approximately one inch wide for each six inches in height. The distance between the numerals was to be equal to one-half the width of a numeral. The actual size of the numerals was to be such that the call number would be readily discernible from a distance of approximately 150 yards. Uncamouflaged airplanes were to have the number on the vertical stabilizer surface. For light colored backgrounds, the numbers were to be black, and for dark backgrounds, the numbers were to be orange-yellow to chip No.5 of Spec. 3-1. Camouflaged airplanes were to have the number across both the vertical stabilizer and the rudder surfaces. For light colored backgrounds, the numbers were to be black Shade 44, Bulletin No. 41. For dark backgrounds, the numbers were to be red or blue, color shades Nos. 45 or 47 of Bulletin No. 41.

A·N Aeronautical Board proposed standardization of Insignia and Markings, October 8, 1942. A conference was held by the Aeronautical Board in Washington, DC, on October 8, 1942, to review the proposed ANA spec. for Insignia and Markings on aircraft exteriors. It was agreed that the principal benefit from the standardization of insignia and markings on Army and Navy aircraft was that it would allow manufacturers producing aircraft for both services to put the same insignia in all aircraft. However, considerable variations existed between the markings applied for both services and their would be little or no benefits from standardization of markings such as serial numbers as each aircraft carried a different serial number, and it made little difference to the manufacturer to which part of the airplane it was applied. Standardization of squadron insignia would also confer no benefit to manufacturers as they were not applied until the

CHAPTER 2: 1942-The First Full Year of Combat

105

Stearman PT-17, painted and marked to Spec. 98-24105-0, Amendment No.1, November 2, 1942. ("U.S.ARMY" removed from under wings)

airplanes were assigned in service. Thus, it was agreed that standardization would be limited to the size and location of the national star insignia. The following agreements were reached: a. There would be two insignia on the wings and two on the fuselage or hull. b. The size and locations of the wing and fuselage insignia was decided. The new spec. was finally released in March, 1943, as AN-I-9 (which see later). Revised T.O. 01·1·21 covers use of decalcomanias on Air Service Command Aircraft, and deletes Wright Field arrowhead insignia, October 14, 1942. Technical Order No. 01-1-21 stated that the new Air Service Command (ASC) Insignia, consisting of an internal gear faced with a four bladed propeller, was to be placed on all aircraft assigned to the Command. Only decalcomanias were to be used. No standard location was specified, but the preferred position was on the fuselage sides between the star insignia and the leading edge of the horizontal stabilizer. The Wright Field arrowhead identifying insignia was to be eliminated when the new ASC insignia was applied to aircraft, thus depot or sub-depot identifying letters were to be painted in insignia blue paint on the white shield at the bottom of the ASC insignia. The new decals were available in 16 and 24 inch sizes. Letters "U.S. ARMY" under lower wings of training aircraft ordered removed, October 19, 1942 On October 19, 1942, the Production Division issued a Priority teletype issuing instructions for the deletion of "U.S.ARMY" from the lower wing of training aircraft, effective October 11, 1942. This followed instructions issued by the Dir. of Mil. Req. for the removal of the letters "U.S.ARMY" from the under surfaces of all aircraft. Spec. No. 98-24105-Q, Amendment No.1, dated November 2, 1942, subsequently deleted all requirements for lower wing markings, except for the insignia. AAF Proving Ground Command, Eglin Field, FL, issues final report on test of Haze paint, October 23, 1942. Report No. 3-42-32 covering testing of haze paint at Eglin Field, was released on October 23, 1942, by the AAF Proving Ground Command. The conclusions stated that: a. That the subject paint, while slightly superior to standard camouflage under haze conditions, is not superior to other types of camouflage. b. That the subject haze paint, in its present form, is not as durable as the present camouflage finish.

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U.S. ARMYAIR FORCES

They recommended that no further tests of the subject haze paint be considered. The report stated that the tests were run as a result of directions from the Director of Military Requirements, dated April 25, 1942, with the object of establishing the comparative value of haze paint for the camouflage of airplanes with the standard camouflage now used by the AAF. Many individual observations were made of the haze paint in comparison to standard camouflage, white paint, and a white-and-gray combination. Special missions were run at different altitudes, with various approaches, to establish factual data on the distances from which the stated types of camouflage would be perceived by observers, and the distances at which the camouflaged airplanes disappeared from sight. Haze painted airplanes parked on various types of terrain were more visible at low altitudes than airplanes with standard camouflage, but from high altitudes both types of camouflage had the same visibility. (photographs attached to the report showed haze painted and standard camouflaged airplanes paired on macadam, white concrete, and grass). Some P-39 airplanes used for the speed run included 416762, in both standard dark olive drab and natural metal finishes, 41-6775, in standard dark olive drab, in natural metal finish, and in haze paint. It was found that there was no appreciable difference of speed of the aircraft in any of the finishes. At night, both dark olive drab and haze finishes showed up clearly in searchlight beams, the haze paint actually stood out more than the dark olive drab. During day missions, when observed from above against a foliage, broken landscape, or a water background, haze paint was more visible than standard camouflage. When observed from below, at certain sun-target-observer angles, one wing of the haze painted airplane did at times blend in perfectly with the background. At no time did the entire haze painted airplane "disappear" completely. However, it was also noted that all camouflaged airplanes had certain angles at which one wing disappears. White camouflage did this against a cumulus background, and olive drab against foliage, from certain angles. Luminosity of the haze paint showed that there was a very perceptible contrast of brightness between the haze paint and the sky background, and illustrated why there was no "disappearance" of the haze painted airplane. Tests of observation from the ground of the various test airplanes flying at altitudes of 10,000, 15,000, and 20,000 feet were inconclusive. Regarding durability of the haze paint, it was noted that after two months of operation at Eglin Field, that the haze paint had worn of all of the leading edges of the airplane, down to the black undercoat, and on the side of the airplane used by pilots and ground crew in servicing, some of the paint was down to the metal. Consequently, the airplane had to be repainted for further testing. As a result, it was believed that the standard AAF paint was more durable under field conditions.

Douglas Company allowed to eliminate camouflage paint under all de-icer boots, October 26, 1942. 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 see 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 Fw190 fighter into service, with its performance advantages over the Supermarine Spitfire Mk. V. The new smooth finish was introduced on the later Spitfire Mk.IX: 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).

Spec. No. 98-24102-L, issued on November 10,1942, revises requirements for star insignia. The latest version of the "Insignia for Aircraft" spec. required that the material for the insignia should be paint, dope, lacquer, or enamel, consistent with the general finish of the aircraft. Decalcomania transfers could be used if approved by the USAAF. On the wings, it was specified that one star-insignia was to be placed on the upper left wing surface, and one on the under right wing surface with a point forward. For application to wood surfaces it was required that the wood surface be properly sealed, as detailed in Spec. 24115. Finally, it was pointed out that the insignia required by the spec. had been known by various names such as "cocarde" and" wing insignia". It was now to be referred to as the "star-insignia".

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Republic RP-47B-REs, 41-6002, 41-5999, 41-6001, etc. White aircraft numbers 1, 24, 25, 32, are visible. The nearest aircraft has the squadron leader bands in red, yellow, and dark blue on the rear fuselage, and on the engine cowl. They are from the 56th PG, originally formed to defend the Republic plant on Long Island. Lt. Col. Zemke is Dying number "I" aircraft. (USAF via Gerry R. Markgraf)

Dir. of Mil. Req. (Wash.) orders discrepancies in Tech Orders covering camouflage to be corrected, November 13, 1942. Gen. Fairchild wrote to the CG, Mat. Com., (Wash.) on November 13, 1942, that there were several discrepancies in the existing Technical Orders that needed to be corrected. He then issued a revised TI-llll, Addition No.1, dated November 20, 1942, directing that changes were necessary in existing Technical Orders to meet the current camouflage requirements. These were: Existing Technical Orders did not prescribe the method of eliminating the boundary line between colors on camouflaged aircraft. There was no indication that any action had been taken regarding the use of infra-red camouflage paint as recommended by Dir. of Mil. Req. Aircraft delivered from the factories were camouflaged in the prescribed method, but those re-finished by subdepots did not meet specifications. Current instructions from Mat. Com. indicated that there was no longer a requirement for haze paint for AAF aircraft. Methods for camouflage of anti-submarine aircraft should be covered in Technical Orders. Lockheed reports on problems with Haze Painting F·4 and F·5Aaircraft, November 18,1942. In a letter to the AAF Resident Representative at Burbank, dated November 18, 1942, Lockheed summarized data regarding the camouflaging of F-4 and F-5A aircraft. Cabot haze paint had been used, as instructed by WF. This had proved unsatisfactory due to the difficulties in obtaining timely deliveries, the experimental stage of development, roughness of surfaces finished with this paint and the length of drying time. Lockheed had requested that they be allowed to use a Lowe Bros. lacquer type haze camouflage or SherwinWilliams Kern-Haze enamel. These paints were not acceptable to Mat. Center (WF) because the permissible reflective values were exceeded by these paints. After a thorough inspection of the aircraft and test flights, the haze camouflage had to be "touched-up", which produced a whiter surface than desired. Summarizing, Lockheed's investigation and experience to date in the use of the various haze camouflage materials, they felt that this type of camouflage scheme was extremely impractical for permanent applications, since it was impossible, under production conditions, to apply a finish which presented the desired camouflage effects.

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Lockheed requested that they be allowed to revert to the standard camouflage on the remaining F-5A aircraft. (This report did not result in any changes to the existing haze camouflage requirements for the F-5As for some considerable time. See continuation in Chapter 2 author).

Director of Bombardment orders study to determine suitability of white and gray scheme for use by the Anti-submarine Command, November 19, 1942. The Director of Bombardment sent a memo to the CG., Anti-submarine Group, on November 19,1942, stating that extensive tests at the Air Force Proving Ground (Eglin Field) had shown that the best type of camouflage for anti-submarine aircraft was: All undersurfaces and surface of airplane that was in shadow should be painted with Insignia White, No. 46, and all other surfaces Neutral Gray No. 43. A picture was enclosed showing the manner in which the two colors should be applied. He requested that a study should be made as to the suitability of this type of camouflage for use in the Anti-submarine Command. If they had developed a more effective type of camouflage, he requested that they should forward the information as to the type of paint used and a diagram of the scheme used. On November 23, 1942, HQ., Anti-submarine Command replied stating that extensive testing had been made on camouflage for submarine search, and a report had been submitted on August 31, 1942, to the Commmanding General, Air Forces Eastern Defense Command. The results obtained were varied, but in general the conclusions reached were generally the same as those reached by the Proving Ground. They felt, therefore, that adequate tests had been made, that the camouflage recommended by the Proving Ground be adopted without delay, and that a technical Order be expedited for the camouflage of all Anti-submarine Command aircraft. On November 30, 1942, the Commanding Officers of the 25th and 26th Anti-submarine Wings were informed that the Dir. of Mil. Req. had issued authority to camouflage all tactical antisubmarine aircraft as follows: Under Surfaces - Insignia White No.4 Upper surfaces - Dark O.D. (no change) They were also informed that a Technical Order would be published in the near future.

Cessna T·50, believed to be NCl3, and an unidentified Waco cabin biplane (no NC number visible), were two of the civil fleet of CAA aircraft maintained by Delta Air Lines at Atlanta, Georgia, during the war. Note the star insignia on the fuselage of the T·50. The Waco has a winged insignia and the number "57" on the fuselage. (Delta Air Lines via Talbott)

3 1943 The Struggle for Air Superiority in Europe, NorthAfrica, China, and the Pacific The USAAF faced an uphill struggle world-wide at the beginning of 1943 to gain air superiority. Heavily engaged in Europe, North Africa, and the Pacific, air superiority had not been gained in any of these theaters of operation. Perhaps the closest to this was in North Africa as a result of Operation "Torch", but the fight against the Luftwaffe was very tough, even with the aid of the Royal Air Force in the Mediterranean area. In Europe, the 8th Air Force had seen much of its strength sent to North Africa and it was just beginning to rebuild. In the Pacific, the various Air Forces were fighting back at the Japanese, but losses continued to be heavy. However, 1943 was to see a gradual build up to air superiority in all of the combat theaters. In Europe. the AAF was to see its cherished doctrine of day bombing brought almost to a halt by intense Luftwaffe opposition, but grim determination and the development of the long-range escort fighter began to rebuild the impetus, ready for the great air battles of 1944. The Axis forces lost the war in North Africa and the Allies invaded Europe from the south. The Pacific Air Forces grew to a major support of the long battle to dislodge the Japanese from the island chains leading to Japan. The fight of the anti-submarine aircraft in the Atlantic and the Caribbean gradually overcame the deadly anti-shipping menace of the U-boats, breaking their back in 1943. During 1943, the USAAF continued its massive growth, so much that it more than doubled its strength between June 1942 and June 1943, to more than 49,000 aircraft. However, its losses in action against Germany and over the Pacific also jumped, to more than 3,000 in Europe and the Mediterranean and some 800 versus Japan. These losses reflect both the decision to concentrate on defeating Germany and the large role played in the Pacific by the US Navy.

The intensive development of suitable camouflage, markings and colors for aircraft of the USAAF and its allies continued in 1943, only to culminate in the major decision that camouflage was not necessary at all for most types of combat aircraft! This decision was arrived at tentatively in mid-1943, and put into full effect by the end of the year, causing the biggest change in the USAAF's aircraft appearance during the war. Ever-growing strength of the AAF led to entirely new types of combat aircraft distinctive markings (see Chapter 6), especially in Europe (the Allies had agreed to defeat Germany before turning their full strength on Japan). During 1943, the results of world-wide combat experience led to the following major changes in the marking and camouflaging of USAAF aircraft: Northwest African Air Forces adopt local theater camouflage, March. Value of camouflage questioned by Gen. Arnold, March. Dark Olive Drab No. 41 replaced by a new shade, March, effective September. Markings for walkways and "No Step" markings added, June. Anti-submarine white camouflage finally adopted, June. T.O. 07-1-1 issued in full-color printing, June. Star insignia has white bars and a red outline added, June. All trainers to be painted aluminum, or be natural metal finish, June. National insignia outline color changed to insignia blue, September. Names and numbers ofArmy-Navy aircraft camouflage colors standardized in ANA Bulletin No. 157, September. Camouflage no longer required for almost all USAAF aircraft, except night fighters, September. High Gloss black paint developed for night use, November. Standard aircraft gloss colors for aircraft issued as ANA Bulletin No. 166, December.

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110

Spec.No. T.O.07-1-1 Markings, Insignia, &

Jan. Feb.

Mar. Apr.

i

New Color Version -

Camoufla~e

May June

Iii

i

Sep. Oct.

Nov. Dec.

f

Major Revision

I

Superseded by Ml. 157 :september 28.

Bulletin 41 Colors for Camouflage Finishes Bulletin 48 Colors for Temporary Camouflage Finishes A-N Porcelain Color Plates Spec. 3-1 Color Card 24102 National Insi.enia 24105 Markings for Airplanes 24113 Color for Army Air Forces Airplanes (issue B) 24114 Camouflage Finishes for Aircraft ANA 157 Aircraft Camouflage Color Standards ANA 166 Aircraft Color Standards (Glossy) AN-I-9 Insignia: National Star

Ju1. Aug.

Superseded hvANA 166 00.4 Superseded by ANA 157 & 166

i Superseded by AN-I-9

2.

Canceled May 21

I

.R B

Changed Bronze

I

r.r",,,," tn

Dull Dark Green

Issued sepimber 28 Issued DeCeiber4

Issued March 1

i

i

US Army Air Forces specifications in use, revised, or issued, by date and version, during 1943. The letters indicate a letter revision of a spec., such as T.O. 07-1-1A. The numbers indicate an amendment to an earlier version of a spec., such as Amendment No. 6 to Spec. 24114.

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Vultee XP-54, 41-210, was the first prototype ofthis large fighter, designed to the same requirements that resulted in the Curtiss XP-55 and the Northrop XP-56. It made its first flight on January 15, 1943, but the initial trials showed that performance was well below the requirements. (Convair)

*** T.O. 07-1-lA states that wood propellers not to be camouflaged, January 9, 1943. The first change of 1943 came in the form of T.O. 07-1-1A, dated January 9, 1943, but it was only a minor one. It stated that, under "Camouflaging of Propeller", that no attempt was to be made to camouflage wood propellers.

Spec. 98·24105.Q, Amendment No.2 changes color for radio call numbers, January 13, 1943. There had been some confusion as to how the radio call numbers were to be derived from the aircraft serial numbers. This was because the instructions had stated that the radio call number should start with the last number of the year the aircraft was manufactured, whereas the serial number began with the fiscal year in which the aircraft had been ordered. This led to some duplication of radio call numbers on different aircraft, primarily because the year of manufacture was not necessarily the same year as shown in the serial number. For example, a serial number assigned in 1941, such as 41-2345 and manufactured in 1942, would have a serial number of 41-2345 and a radio call number of 22345, which was incorrect and should have been 12345. Para. E-6A was changed to read as follows: E-6A. Each airplane shall have a radio call number painted on its vertical tail surfaces. The radio call number shall consist of at least four numerals and shall be determined in the following manner: The first numeral and the hyphen shall be omitted from the serial number of the airplane, using zero where necessary between the year designated and the serial number to make at least four numerals.

The second XP-54, 41-211, did not fly until May 24, 1944, but made only a few flights before the program was canceled. This photograph is shown out of date sequence because it shows how the first prototype was camouflaged while the second was in natural metal finish. (Convair)

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Douglas A-20C, no radio call number visible, aircraft 'F', with the short-lived yellow outlined star insignia. Finished in RAF camouOage, it was a repossessed aircraft. (USAF)

Renumbered Paragraph E-6D. "Camouflaged Airplanes". - Delete the last sentence of this paragraph and substitute the following: For light colored backgrounds, the numbers shall be black in accordance with color chip No. 44 of Army Air Forces Bulletin No. 41, and for dark backgrounds, the numbers shall be yellow in accordance with color chip No. 48 of Army Air Forces Bulletin No.41. Many manufacturers had asked for clarification of the color requirements in Spec. 24105-0 for the radio call numbers on dark backgrounds, because although T.O.07-1-1 called out yellow for these, the spec had required either red or black. This new amendment corrected this to require the use of yellow only.

All F -SA aircraft to be finished with Haze paint until a better finish was available, January 18, 1943. 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 F-4-LO shows the original streaky haze paint finish used on these early aircraft. A new synthetic haze paint was developed for the later F-5 versions of the P-38. (USAF)

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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 air· craft performance, February 1, 1943. Brig.Gen. EW. Evans, Dir. War Grg. 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. 98-24104-0, 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.

Consolidated B-24D of the 68th BS, 44th BG, Eighth Air Force in mid 1943, shows the medium green blotching applied to the vertical tail surfaces and the wings and horizontal tail surfaces. Note the lack of squadron code letters and the grayed-out fuselage cocarde. (USAF)

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Commander of AAF Anti·submarine Command on February 13, 1943 urgently requests a T. O. for suitable camouflage from Director of Technical Services, HQ USAAF. 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 lAC 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 lAC 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-I-CO, 41-23729, was the 82nd B-24-D-l 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 tin indicates the tirst squadron in the group, the 328th BS. (USAF)

Members of the Dr nance crew with the 93rd Group In Hardwick, England. loading bombs into a Consolidated 8·240 liberalor This 8·240 is the 'Shool luke which had been on 27 miccinn( nvp.r enemy lerrilor~

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Consolidated B-24D-I-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)

Boeing B-17F-6S-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)

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u.s. ARMYAIR FORCES 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

Douglas P-70 Havoc, with small white number "165" on nose, is seen in the current flat black camouflage all over. (USAF)

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.

HQ Northwest African Air Forces issues instructions for theater camouflage, March 10, 1943. The local situation in Northwest Africa caused the RQ. Northwest African Air Forces to issue instructions for changing the basic camouflage on all aircraft in its command. These instructions contained information on new camouflage patterns for P-38, P-40, A-20, B-25, B-24, and B-17 aircraft. These patterns were to be applied by spray gun, using paint mixed with gasoline! Seven colors were called out from an existing US Army, Corps of Engineers Color Specification. These instructions were not generally known outside of the theater and the accompanying color drawings are being published for the first time. The document read as follows:

Bell P-39M-BE, 42-4813 etc., lined up at Alexandria Field, Alexandria, Lousiana, on March 8, 1943. These aircraft may have been getting ready to be sent to North Africa or England as they all carry the yellow outlined cocade, which was not used within the USA. They are finished in a camouflage pattern reminiscent of the RAF. (USAF)

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INSTRUCTIO S FOR AIRCRAFT CAMOUFLAGE ORTHWEST AFRICAN THEATER. Color General (This color combination will be used on all aircraft except those noted under Special Cases.) A - Field Drab B - Olive Drab. (If airplane is already painted in Olive Drab, do not apply new coat unless necessary for maintenance). C - 1/8th pint Blue plus one gallon White. Special (These color combinations will be used when color of plane standing areas have a decided color accent of one color, such as red, yellow, green or sand. RED A - (1/2 Earth Yellow) + (1/2 Earth Red) B - Earth Brown C - (1/8 pint Blue) + (one gallon White) YELLOW A - (2/3 Earth Yellow) + (1/3 Field Drab) B - Earth Brown C - (1/8 pint Blue) + (one gallon White) GREEN A - Light Green B - Olive Drab C - (1/8 pint Blue) + (one gallon White) LIGHT SAND (Desert) A - Sand B - Sand (if area is all sand color) Field Drab (if area is spotted) C - (1/8 pint Blue) + (one gallon White) Note: All colors specified are according to Corps of Engineers, U.S. Army tentative specifications No. T-1213, Dec. 15, 1941, Amendment #1 Feb. 5,1942. The eight color chips shown in the document were: 2/3 EARTH YELLOW + 1/3 FIELD DRAB. LIGHT GREEN OLIVE DRAB 1/2 EARTH RED + 1/2 EARTH YELLOW. EARTH BROWN FIELD DRAB 1/8 PINT BLUE + ONE GAL. WHITE SAND APPLICATION OF PAINT Paint used will have a dull surface when dry. Paint will be sprayed on just heavy enough to cover the surface with a solid coat of color. Paint will be sprayed solid up to the pattern line and then shaded out into the next color. The following sketch shows how this is accomplished. (omitted-author) TRANSFER OF PATIERN Mark off, on airplane, two foot squares with a snap line/chalk. Sketch in the pattern line appearing in each of the squares, checking with corresponding square on the pattern plan. On curved surfaces, such as the fuselage, the pattern will have to be sketched freehand. The following sketch shows how this is to be accomplished. (omitted-author) PATIERN DESIGN The pattern designs shown on Sheets 1 to 6 may be used directly; however, additional camouflage patterns will have to be designed, as the repetition of one pattern on one type of plane will result in a dangerous eye attraction. Use the suggested patterns as a guide in making additional designs, keeping in mind the following points: (a) Scale of spots: Relate them to the size of the airplane, using the suggested designs as a guide. (b) Shape of spots: Keep them irregular and varied in form. Avoid any recognizable shape, such as a square, diamond, heart, circle, etc. (c) Size of spots: No two spots should be the same size. (d) Placement of spots: Locate the spots in such a manner that the wing, fuselage, tail and rudder surfaces are broken by the darker patches. It will be of assistance to work up new designs in the same scale as the suggested sketches, following the instructions previously given in transferring the pattern to the airplane. CAUTION!! Spray painting with gasoline mixed paints must be done outdoors or in an extremely well ventilated building. Precautions must be taken with flames and lighted cigarettes. Issued by Headquarters, North West African Air Forces, Engineers- Section, U.S.A.P.O.650 Drawn by H. W. T. and C.R.H. date 10th March 1943.

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Douglas A-20B-DL, 41-3014, probably of the 47th BG, in North Africa, March 1943. Both aircraft are carrying variants of the special North West African forces camouflage applied in the field, using gasoline as the paint solvent! (Harry Gann)

This is the only recorded in-theater change of USAAF aircraft camouflage and was undoubtedly the result of the sharp German reaction to the Allied Forces advance towards Tunisia. On February 14, 1943, the Germans launched a powerful counter-attack from the Faid Pass in Tunisia, breaking through to the Kasserine Pass. They made many heavy attacks on the desert air bases and these were probably the cause of the above camouflage changes. Photographs of the time show that it was chiefly theA-20, B-25, and P-40 units that adopted the new camouflage. No photographs seem to have come to light showing the recommended camouflage on P-38, B-17, or B-24 aircraft. Variations of the recommended camouflage have been seen on many A-20 aircraft, particularly those of the 47th BG, stationed at Canrobert, Algeria, during March, 1943.

Mat. Com. (Wash.) states that camouflage paint required on photographic aircraft in the theaters, March 15, 1943. Mat. Com. (Wash.) informed Prod. Div. (WF) that the Die. of Photo. had received information from the theaters that camouflage paint was needed despite the added weight. The Dir. of Photo. (Wash.) had directed that all photographic aircraft be haze painted at the factory, since the camouflage was a distinct advantage in avoiding interception. Although the Dir. of Mil. Req. (Wash.) did not concur in this directive, there was no objection to having the aircraft painted with haze paint, provided that Mat. Com. (Wash.) approved. Mat. Com. (Wash.) requested that an investigation be conducted and a report forwarded.

Douglas A-20A, serial unknown, painted in the special North West African forces camouflage applied in the field. This airplane appears to be painted very closely to the suggested pattern in the order, but it is not possible to ascertain if the undersurfaces were repainted in the suggested light blue color. The rudder has been replaced by one from another A-20 and carries part of that airplane's serial number in black. (USAF)

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Lockheed F-5A-I0-LO, 41-2981, in England, finish unknown, with the yellow outlined cocarde. (USAF)

Eglin Field report on tests run to reduce the drag and weight of camouflage, March 16, 1943. On March 16, 1943, the Dir. of War Org. and Movement (Wash.) reviewed a report from Eglin Field covering tests which had been conducted to try to reduce the surface drag caused by the basic camouflage, and also to reduce the weight of the finish without impairing its camouflage effectiveness. Eglin Field believed that the weight could be reduced by 20 pounds without hurting the camouflage (type of aircraft not stated-author). They stated that Mat. Center (WF) should investigate the possibility of producing a non-specular clear varnish with that property inherent in the coating, so that pumicing would not be necessary ( Le. that no rubbing down of the clear varnish to make it a flat finish would be necessary after it had dried-author).

Boeing B-17F-80-BO, 42-30018 of the 534th BS, 381st BC, 1st Combat Bomb Wing, form up as they leave their base at Ridgewell to attack Europe in mid 1943. This was just prior to the adoption of the triangle, circle, and square unit markings on aircraft of the Eighth Air Force. (USAF)

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Supermarine Spitfire Mk. ve, BM635, originally of the 309th FS, 31st FG, before that groups' personnel were moved to North Africa. Their Spitfires were retained in England and used by the 67th Rec. G, at Membury, England. This is one of the reverse lease-lend aircraft supplied to the AAF. It is in standard RAF camouflage of dark green and ocean gray over medium sea gray, with sky spinner and band around the fuselage. It has the yellow outlined cocarde on the fuselage. (USAF)

Another view of the same Spitfire shows the single wing cocarde replacing the normal RAF roundels on both wings. In the background is a Piper L-4 of the 67th Rec. G, without the yellow outline on the fuselage cocarde. (USAF)

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North American Mustang Mk 1, AG633, aircraft XV-E of RAF Sq. 2, shows the RAF Dark Green and Ocean Gray finish, with Sky spinner and aft fuselage band. (USAF)

Dir. of Mil. Reqmts. surveys active operating theater commanders on their needs for camouflage, March 24, 1943. The Dir. of Mil. Req. (Wash.) asked for a survey of the active operating theaters to get their recommendations as to the types of camouflage on which emphasis should be laid so that Material Command could expend its efforts on the most profitable areas. Specifically, the comments of the Service were especially desired as to whether camouflage should be provided for: a. Concealment of parked aircraft? b. Confusion of attacking aircraft in order to induce inaccurate fire? c. Night operations? d. Concealment against observation from above or beneath the aircraft in flight? e. Low altitude operations as opposed to high altitudes? f. Concealment from observation by sea or ground forces when operating against vessels or troops? g. Other tactical needs? Comments were also requested as to whether the tactical advantages of camouflage had been minimized by the enemy's use of radio sounding equipment (later known as radar - author.)

Gen. Arnold queries U.S. Air Forces Commanders world-wide as to value of camouflage on airplanes. Urgent Secret teletype used, March 27,1943. Gen. Arnold was taking a keen interest in the use of camouflage on the AAF's combat aircraft and wanted to find out if the various USAAF Commanders world-wide would accept the deletion of camouflage on all airplanes except transports. He asserted that the airplanes would gain about twenty to twenty-five miles per hour in speed without camouflage.

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North American P-S1A, serial unknown, shown in the special confusion camouflage scheme developed at Eglin Field. Painted in insignia white and insignia blue, except for O.D. on upper surfaces and fuselage top. It is seen in the hangar at Eglin Field. (USAF)

Another view of the finished P-S1A, showing the four 20mm cannon in the wings of this early version. (USAF)

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In-flight view of the confusion camouflaged P-S1A in formation with a normally finished neutral gray P-S1A. The flight tests showed no advantage over the normal camouflage. (USAF)

Eglin Field issues report on Test of Confusion Camouflage for Fighter Type Aircraft, March 27, 1943 In its continuing tests of various types of camouflage for aircraft, Eglin Field revisited the use of confusion camouflage for fighter type aircraft. They ran these tests on a P-51A aircraft painted in a disruptive scheme of insignia blue and white chevrons. This scheme was applied to both sides of the fuselage and the vertical tail and all lower surfaces of the P-51, but not to the top of the fuselage or the wing and horizontal tail surfaces. For the purposes of the tests no star insignia or radio call numbers were used on the aircraft. The results, reported in document 3-43-29, dated March 27, 1943, showed that the disadvantages of the scheme far outweighed any possible advantages, and the report recommended that no further use be made of this type of camouflage. (Note: this was a replay of similar testing done by the Air Corps Board in Study No. 42 and came up with the same negative results. See author's volume on the Air Service and Air Corps).

Camouflage materials change for Douglas C·54A, ordered April 9, 1943. Douglas Aircraft was told to change the camouflage finish materials for the Dark Olive Drab and Medium Green colors to meet the requirements for photographic infra-red reflectance in accordance with AAF Specs. 14106A and 14109A. This was to be effective on C54A 42-107426 and subsequent aircraft. It was permissible to use up existing materials, as long as the called for effectiveness was met.

Replies to Arnold's teletype re development of camouflage tabulated, April 17, 1943. The replies from the different theater commanders were collected and are paraphrased below as far as bombardment types were concerned: London. - Subject appreciable increase in speed, removal of camouflage from heavy bombardment types favored. Removal same from underside only of medium types favored. Bases reasonably safe from surprise attacks due to modern radar so value of passive defense of camouflage in air is deleted. Alaska. - With 20 miles per hour increase in speed, believe non camouflage of airplanes more desirable in this theater if nets are available for camouflage of aircraft on ground. Believe speed increase due to weight reduction rather than glossy surface. Brisbane. - At this time do not desire removal of camouflage from airplanes for this theater. Cairo. - Further camouflage not required as long as airplanes given dull neutral color not reflecting sunlight. 4th and 11th Air Forces. - Desirable removal of camouflage all types except transports. Hawaii. - Recommend no paint on top, sky blending camouflage on bottom, propellers to be painted antiglare. In ac cordance with background, top to be camouflaged locally.

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u.s. ARMYAIR FORCES As a tentative conclusion, it was suggested that: Due to the early warning and vectoring capabilities of radar, camouflage is losing its importance when weighed against the cost in speed and weight. A compromise along the following lines was suggested for bombardment types: (1) Reduce the weight of the camouflaging materials to as Iowa weight as possible consistent with changing the metallic sheen of the ship to a less conspicuous appearance. (2) Allow the surface to be roughened to a minimum extent to somewhat reduce reflection consistent with the smoothness of surface required for low drag. Some reflection could be tolerated if a minimum of roughness was obtained. (3) Following documents noted as having important bearing on subject: (a) Final report on Experimental Camouflage Finish for Aircraft, dated March 8,1943 (Eglin Field). (b) Memorandum Report on Camouflage of Aircraft in Flight, dated October 27,1942 (Eglin Field). (c) Report on Conference on Special Camouflage for Anti-Submarine Aircraft at Langley Field, Virginia, dated September 16, 1942, (Eglin Field).

These comments and recommendations were withheld from further distribution until all answers had been received from the theater commanders. However, a memo to the Bombardment Branch of the Requirements Division, the Air Support Branch (of the same division) stated: Six replies had been received with five widely varying answers. If these answers were typical of the other replies to be received, camouflage would have to be provided for each type of theaters requirements. To date, a sky blue to dull drab camouflage had been desired by two of the theaters. Camouflage had to fit the terrain condition, the tactical tasks being performed and the passive type of protection required for the theater. Further remarks could not be made until all replies had been digested. However, it appeared that it would be necessary to provide camouflage for each theater as necessary to fit the particular situation.

Mat. Com. (WF) doubts the advantage of using clear varnish, April 30, 1943. In reply to the Eglin Field suggestion on March 16, 1943, that a clear varnish could be used as a substitute for the neutral gray camouflage, Mat. Com. (WF) on April 30, 1943, stated that the practical considerations outweighed the theoretical advantages. It might be possible to save weight using such a varnish, but there was a tendency in painting to apply heavier coats of clear finishes than colored ones. Actual production figures on paint usage indicated that the possible weight reduction was extremely small.

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North American P-SlA-I-NA, 43-6016, the 14th one built at EI Segundo in 1943. North American was the only company to put the radio call number on the fuselage of a pursuit, such as the P-SlA. Though allowed by the spec., it was rarely done, and was probably due to the small size of the vertical tail on the P-SIA. (USAF)

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Curtiss P-40-CU, 39-174, was the 18th P-40 built, and had managed to survive until April 10, 1943, most recently in the training role. It still has the "U.S. ARMY" under the wings, despite this being deleted from all aircraft in October 1942. (USAF)

Lockheed P-38F-LO, 41-2308, is seen in dark olive drab and neutral gray finish which appears to have been overpainted with haze paint on the upper surfaces. However, it is fully armed and carries two rear·sloping yellow command bands on the rear booms. (USAF via Gerry R. Markgraf)

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Boeing XC-lOS, 35-277, seen in Panama, Canal Zone, in 1943. Originally built as the XB-1S, it was converted for transport use in early 1943. The insignia on the nose shows an elephant carrying a large trunk on its back. (USAF) If both clear and camouflaged surfaces were smooth, Mat. Com. doubted that there would be any advantage of the clear finish over the camouflage paint. Mat. Com. also doubted that the clear finish would provide the same protection against corrosion that provided by zinc chromate primer, and the drying time of the clear varnish was longer than that of the presently used camouflage finishes. Due to these and other reasons (unstated), Mat. Com. recommended that the use of clear varnish should be reconsidered.

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

AAF Bulletin No. 52, Aircraft Manufacturers' Code Symbols, May 19, 1943. This Bulletin stated that the following manufacturers' code symbols had been assigned to identify the aircraft manufacture and the plant in which the aircraft had been produced. These code symbols were to be added as a "suffix" to the present aircraft model designation, located on the aircraft as required in spec. 98-24105 (this list will be found in Appendix A).

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

Removal of Camouflage Requested by "Urgent Secret" teletype, May 21, 1943. The following "Urgent Secret" teletype was sent on May 21, 1943, by the Commander, Eighth Air Force Bomber Command, England, to the Bomb Wing One: It is considered advisable to remove the camouflage from all of our operational aircraft in order to gain additional speed coupled with less weight. It will require 30 gallons of paint remover and 200 man-hours per B-17 to accomplish this work. As the AFSC (Air Force Systems Command) will not be able to do this work for us due to shortage of personnel it is believed it will have to be accomplished by station personnel. It is planned to have this camouflage removal start on aircraft out for maintenance and repair and battle damage and gradually work towards fully operational aircraft. This will possibly cause some of your formations to consist of half camouflaged and half uncamouflaged aircraft at first but eventually they will all become uncamouflaged. It is realized that this will require an additional amount of labor and time on the part of our own personnel. It is believed the advantages to be gained will greatly outweigh this factor. Request your concurrence or non-concurrence in the above. Forward your reply by 1500, May 21, 1943. If you are in concurrence with the above, this HQ. 's will take the necessary steps to furnish your command required material and personnel to provide camouflage coverings for your aircraft while in dispersal areas. Aircraft will not be stripped of camouflage until authority is granted by this HQ. 'so

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Three Boeing YB-40-YEs of the 91st BG at Bassingbourne, England, show the extra turrets installed under the nose and above the radio compartment of the converted B-17Fs. Seen on May 15, 1943, these were intended to provide fighter protection for the bombers over Europe. The nearest one is 42-5736, the fifth one of twenty converted. (USAF)

The reply received on May 21, 1943, from the Commander, Bomb Wing One, Eighth Air Force, England, stated: Concur in plan to remove camouflage from operational aircraft. Request this headquarters be furnished thirty (30) gallons of paint remover immediately so that comparative test can be made between a camouflaged airplane and one with the paint removed. Not desirable to start paint removal until satisfactory camouflage coverings are provided. Tests now being conducted in this wing on camouflage coverings for airplanes and coverings for dispersal points. Eglin Field issues report on day time camouflage, May 26, 1943. 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.

A closer view of the YB-40-VE of the 91st BG clearly shows the chin turret, later adopted on the B-17G, to provide extra protection against the German fighter head-on attacks. (USAF)

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Bell P-39D-I-BE, 41-28361, aircraft "253" and three others of a training unit. In standard camounage finish, they have white spinners and aircraft numbers on the nose. Note the almost white streaks from the engine exhaust stacks on all of the aircraft. (USAF via Gerry R. Markgraf)

Markings for walkways and "No Step" added to Spec. 98-24105·Q, June 7, 1943. Amendment No.4 to Spec. 98-24105-0, 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 ofT. O. 07·1·1 issued in color, June 15,1943. A revised version ofT. O. 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-I-fA dated January 91943 and 07-I-IB datedAugust 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 ofthe EspionageAct 50, U. S. C. 31 and 32 as amended. Its transmission or the revelation ofits contents in any manner to an unauthorized person is prohibited by law.

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SECTION I CAMOUFLAGING OF AIRCRAFf 1. AIRCRAFf TO BE CAMOUFLAGED. All United States Army 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-Ib 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) PAlNTS TO BE USED ON CAMOUFLAGED AlRPLANES.-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-IT-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. O. No. 07-1-4 and Army Air Forces Regulation No. 85-6.)

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Bell P·39D·l·BE, 41·28361, aircraft "253", close up view, shows otT the dark olive drab camouflage finish. (USAF)

Sea Search

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(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 o. 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 1.) 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 MARKINGS AND INSIGNIA

3. MARKINGS 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. 98-241050.) b. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-241050, will be maintained. c. Radio call letters of not less than four numbers, utilizing both sides or each outboard side, as applicable, of vertical stabilizer and rudder assembly, will be maintained on all Army Air Forces aircraft. (See figures 8 and 10.) Call letters, or designators, will be derived by deletion of the first numeral of 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 in all cases where available. Standard sizes 8 x 12 inches and 6 x 9 inches may be used when present stocks are depleted. Colors will be yellow, shade No. 48, for dark camouflage, and black, shade No. 44, for light surfaces. d. Under no condition will the letters "U. S. Army" be applied to any airplane lower wing surface. 4. STANDARD INSIGNIA. Cocardes, the five-point white star within a blue circle, will be placed and maintained on each Army Air Forces aircraft as indicated in the following paragraphs. Decalcomanias will be used in all cases where available WARNING Under no condition will the red circle within the white star be used. a. WINGS.-Insignia of a size 80 to 90 percent of available width of wing at location specified herein will be maintained on top surface of left wing and lower surface of right wing with point forward. The center will be located inboard from each wing tip one-sixteenth of the total wing span on wings not tapered, but with outside edge not nearer

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CAll lETTERS. .. SEE PARAGRAPH 3. c. COCARDE ... SEE PARAGRAPH 4. b. FiElD NUMBER ... SEE PARAGRAPH 7. d. (S.) COCARDE... SEE PARAGRAPH 4. a.

FIGURE 7

FIGURES

than 6 inches to end, and one-eighth of span on tapered wing. The cocarde will be located tangent to the aileron cutout or midway of the wing width on those on which aileron cut-out is not a factor. (See figures 7 and 8.) b. FUSELAGE.-Qne star insignia approximately 75 percent of height of fuselage will be applied to each side with point upward near-midway between the trailing edge of the wing and the leading edge of the horizontal stabilizer. (See figure 8.) c. RUDDER STRIPES.-The use of rudder stripes is prohibited.

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FIGURE 9

FIGURE 10

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5. ORGANIZATIO AL IGNIA. a. The placing of organizational markings or design (approved by the War Department as outlined in Army Air Forces Regulation 35-32) will be the responsibility of the organization itself. Depots will not be required to reproduce this insignia. b. No specific locations are mandatory but points between wing and tail surfaces on opposite sides of the fuselage are considered most desirable. In no case will size of insignia exceed 75 percent of height of fuselage at point of application. Similar planes in the same organization will have the same size insignia. c. If applied to other than smooth surfaces, insignia may be painted on thin aluminum sheet and bolted or screwed securely to rigid members of the airplane. 6. DECALCOMANIAS. The use of decalcomanias for standard or organizational insignia (T. O. No. 01-1-21), 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, Fairfield, Ohio; Attention: Chief, Miscellaneous Equipment Section, will be notified giving Purchase Order number, type, and size. SECTION III TRAINING AND LIGHTER-THAN-AIR AIRCRAFT 7. TRAI ERS. a. The following types of aircraft are considered to be trainers: (1) Primary Trainers (PT). (2) Basic Trainers (BT). (3) Advance Trainers (AT). (4) Training Gliders (TG). (5) Aircraft of other types regularly used for training purposes by the Flying Training Command. (6) All types of aircraft not regularly assigned to, or normally located in, theaters of operation. b. FINISHES.-All trainer aircraft will have aluminized finish, except those being by construction having an Alclad alloy finish. (See figure 8.) c. APPLICATION OF FINISHES. (1) Anodized alloy and miscellaneous steel parts may have two coats of aluminized lacquer, if necessary to match surrounding parts.

Boeing YB-40-VE, 42-5927, aircraft "253" of training unit, has the school number in yellow on the nose and the vertical tail. (USAF via Gerry R. Markgraf)

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Vultee BT-13, school aircraft "Y-295", in natural metal finish, shows the lack of a fuselage insignia. The cowl is finished in red and white horizontal bands, below the black anti-glare panel. (USAF via Gerry R. Markgraf)

(2) All other exterior metal surfaces will be finished with one coat of zinc chromate primer, Specification No. AN-TI-P-656, and two coats of aluminized lacquer consisting of lacquer, cellulose nitrate, class A, clear, Specification No. AN-TI-L-5I, with 6 to 8 ounces per gallon of bronze aluminum pigment paste, type B, Specification No. TI-A-468 or AN-TI-A-461. (3) Exterior plywood surfaces will be finished in accordance with manufacturers' instructions except that two or more finish coats will be pigmented with 8 ounces per gallon of bronze aluminum, pigment paste, Specification No. TI-A-468 type B, or Specification No. AN-TI-A-461. (4) All exterior fabric parts will have four coats of clear nitrate dope, Specification No. AN-TI-D514. (Aluminized dope vehicle AN-TI-D-551 is not a suitable substitute as it does not have the tautening qualities of AN-TI-D-5I4.) This will be followed by two or more coats of aluminized dope prepared by adding 6 to 8 ounces per gallon of bronze, aluminum pigment paste, type B, Specification No. TI-A-468 or AN-TI-A46I, to dope, cellulose nitrate, clear, Specification No. AN-TI-D-551. (5) Patching will be accomplished with clear dope, Specification No. AN-TI-D-5I4 applied in same manner as semipigmented dope previously used. (6) EMERGENCY REJUVENATOR FOR OLD FABRIC.-To one gallon of 2 to 1 mix of clear dope, Specification No. AN-TI-D-5l4, and blush retarding thinner, Specification No. AN-TI-T-258, add one fluid ounce each of tricresyl phosphate and castor oil. Apply one coat by brush to clean surface, followed by one spray coat. After several hours' drying, spray one coat aluminized dope prepared as specified in paragraph 7.a.(4). (7) For removal of all types of paint material from metal surfaces, use paint and varnish remover, Specification No. 14119. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner, Specification No. AN-TI-T-256. d. MARKINGS. (1) Each part and assembly will be permanently and legibly marked with the same number as the drawing number in such location that it can be read after assembly in the unit. (See Specification No. 9824105-0.) (2) Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-24105-0 will be maintained. Use of one coat of varnish, Specification No. TI-V-I2l or AN-TIV-116, for protection of fuselage legend is authorized. (3) Radio call letters will be used as prescribed in paragraph 3.c. (4) Painting of ring cowls is authorized in colors as directed by the CommandingGeneral of the Flying Training Command. (5) Field numbers are authorized as designated by the Commanding General of the Flying Training Command for use in Army Air Forces Training Centers and Civil Flying Schools. They will be of contrasting color, preferably block type, and will be applied to opposite sides of the fuselage between the trailing edge of the wing and the leading edge of the horizontal stabilizer directly in front of the star insignia. The height will be approximately 75 percent of the height of fuselage at that point. (See figure 8.) e. Standard insignia will be used as prescribed in paragraph 4.

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Vultee BT-13, 42-42817, aircraft "31 ?", is seen after the fuselage insignia has been applied. The cowl is yellow with a centered insignia blue ring. Note the blue and yellow aircraft next in the lineup. (USAF via Gerry R. Markgraf)

f AIl markings and insignia will be made with enamel, Specification No. AN-E-3, insignia colors in oil, Specification No.3-120, or lacquer, Specification No. AN-TI-L-51. 8. LIGHTER-THAN-AIR. a. Organization insignia will be placed on each side of each lighter-than-air aircraft. The location for observation balloons will be on each side, halfway between the greatest diameterand the leading edges of the horizontal lobes. The locations for spherical balloons will be at points in line with and three feet from each end of the wording "U. S. ARMY." b. In no instance will the size of lighter-than-air insignia exceed 9 square feet. The insignia placed on each craft assigned to an organization will be uniform in size. However, this does not require that insignia of different organizations be of the same size. c. The insignia for alllighter-than-air aircraft will be painted on two-ply envelope fabric, code No. 101, and securely attached to the envelope with rubber cement. Each sheet of fabric will be neatly trimmed to the minimum size required, and, to insure adhesion, corresponding areas of the aluminum finish will be carefully removed from the envelopes with suitable wire brushes. This version of the T. O. was the first to be typeset and printed in color. It included a complete set of the colors from Bulletin No. 41, including the addition of Sand, Shade No. 49. There were two further pages, covering the types of materials to be used for applying the camouflage markings and insignia (these have been omitted from this work as being too technical and of limited use). The great improvement over the previous versions showed the extent of its use within the AAF, and the industry that supplied the aircraft at this crucial point in the war. AIl subsequent issues reverted to being in only black and white. Only two days later, a later version, T. O. 07-1-1A, had to be issued to correct the titles of Figures 1 and 2. These were now amended to read: Figure 1 - Operation over Predominately Green Terrain Figure 2 - Basic Camouflage. All references to Figures 1 and 2 in the first section of the T. O. were to be changed to agree with the amended titles (this was obviously a paste-up error in the production of the document).

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Tests show that the newly standardized JAC olive drab did not meet the reflectance requirements. Testing continued to correct the problem. June 25, 1943. Numerous tests had been made by Eglin Field to detennine the reflection factor of the standard dark olive drab camouflage paint, and they advised Mat. Com. (WF) on June 5, 1943, of the results. Eng. Div. (WF) used these test as a basis and found that the original Dark Olive Drab Shade No. 41 had a reflectance of 7.8, but that the new Olive Drab standardized by the JAC (without Mat. Com. (WF) assistance), had a reflectance of 9.4. This exceeded the recommended 8.0%, and testing was under way to reduce it to the required value.

Material Command Report on camouflaging ofAnti-Submarine Aircraft, June 23, 1943. Report No. ENG-56-M-4531, dated June 23, 1943, was issued to report on the results of tests of various color arrangements of camouflage paint on airplanes in flight, conducted at Langley Field, VA, between January 8-21, 1943. It contained the following data: The 1st Sea Search Attack Group provided five B-18 aircraft, with serial numbers 37-464, 37-465,37-561,37-574, and 37-621. Three of the B-18s were painted over their existing finish, while the other two were left in their existing colors. The test color schemes for each of these aircraft followed the paint boundaries shown in Figure 1, and were as follows: (1) B-18 no. 37-464 was painted on all underneath surfaces (area "A") in Shade No. 46 Insignia White camouflage enamel. Side and top areas (areas "B" and "C") were finished in Flight Camouflage white enamel white (haze paint) applied in a pattern of graduated light reflectance values, over black camouflage enamel, to produce a bluish "haze" effect. (2) B-18 no. 37-468 was painted over all exterior surfaces (areas "A, B, and C") in flight camouflage white enamel (haze paint) applied in a pattern of graduated light reflectance values, over black camouflage enamel, to produce a bluish "haze" effect. (3) B-18 no. 37-621 was painted on all underneath surfaces (area "A") in Shade No. 46 Insignia White camouflage enamel, with the vertical control surfaces and side of the fuselage (area "B") painted with Shade No. 43 Neutral Gray camouflage lacquer. The top surfaces (area "C") were left in the original Dark Olive Drab color. (4) B-18 no. 37-561 was left in its original camouflage colors of Dark Olive Drab above and on the sides surfaces (areas "B and COl), with the lower surfaces in Neutral Gray (area "A"). (5) B-18 no. 37-574 was left in its original finish of Shade No. 47 Insignia White all over. All of the test flights were made on days with unlimited ceiling, with nonnal haze conditions for the area and with widely scattered or no clouds. Aircraft were viewed from the ground while they were flying at altitudes of 2,000, 4,000, 6,000. and 10,000 feet, both directly overhead and at a distance of approximately one mile from the viewing point while flying in E-W and N-S directions. The relative effectiveness of the camouflage was observed on both approach and departure runs. Conclusions: it was found that the most effective combination of camouflage schemes under all conditions was as follows: a. Underneath surfaces, leading edges and "front view" areas - Shade No. 47 Insignia White. b. Side (essentially vertical) surfaces - Shade No. 43 Neutral Gray. c. Top surfaces - Shade No. 41 Dark Olive Drab. The exact shade of gray used on the vertical surfaces was not critical, but it was recommended that very bright or very dark grays should not be used. Tests were also run by flying a B-17E, at 6,000 and 10,000 feet, above the camouflaged B-18s flying at 2,000 and

Douglas B-18A Finished in the most effective anti-submarine aircraft camouflage, a combination of Dark Olive Drab, Neutral Gray, and Insignia White. Jan. 1943. © Victor Archer

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4.000 feet. It was found that none of the different camouflage schemes were best under all of the test conditions. It was also found that the haze painted airplanes did not have any camouflage characteristics which were better than at least one of the other schemes. The report finally recommended that the Anti-Submarine Command should paint its aircraft in the scheme described in the conclusions above.

Special black paint investigated for night camouflage, June 1943. On June 29, 1943, the Chief, Req. Div., OC&R (Wash.), requested that the AAF Board, AAF School of Applied Tactics, Orlando, Florida, comment on the use of special black paint for night camouflage. The AAF Board replied that, since the standard olive drab camouflage gave an equally effective protection against searchlights and was better in bright moonlight, special camouflage paint was not only of no particular value, but was extremely undesirable in that it would limit the use of those aircraft only to night operations. (It seems that this request arose as a result of a report from Eglin Field; No. 3-43-31, "Test of Night Camouflage", dated June 5,1943. No copy of this report has been found, together with many others issued by Eglin Field during World War 11. The author submitted a request for copies of all of these reports in 1967. He was informed that all of the remaining copies were in such a poor state that they could not be copied by any means available at that time, and the author would have to go to Eglin Field to review them. Unable to do so at that time, the author finally got to Eglin Field in 1992, only to find that the current librarian had no record of the location of any of the reports!).

Curtiss AT-9-CS, 41-1221(?), ha yellow cowls, and is still carrying the "US Army" markings under the wings, but has the 1942-1943 fuselage insignia. (USAF via Gerry R. MarkgraO

White bars and a red border added to the star insignia by AN-I·9a, June 29, 1943. During combat over North Africa in support of Operation TORCH, it was found that the AAF star insignia was being confused with the Luftwaffe cross at distances exceeding normal resolution (this had also happened during World War I, and led to the adoption of the tricircle insignia for all AEF aircraft in France). On June 15, 1943, Eglin Field, was directed to conduct tests on modifying the AAF insignia so that it would not be confused with enemy insignia at distances exceeding normal resolution. As it so happened, tests had already been conducted earlier and had been reported in Service Test No. 3-42-18, "Revision of Aircraft Marking", dated May 9,1943. These tests had been run to determine the cause of the confusion at distances (the results agreed with those reported in McCook Field Report No. 1305, dated August 20, 1920, showing that at a distance the white star of the insignia blended into a circular blob). The tests had shown that a long narrow rectangle added to the star insignia proved to be discernible at a distance twenty-five percent farther than the Luftwaffe cross or the AAF star insignia. Three slightly different versions of the design were finally proposed. The finally selected design of the new insignia was not symmetrical, but it was considered that this was outweighed by its ease of construction, an important consideration in view of the huge number of aircraft that would have to have their insignia repainted in a hurry.

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Supermarine Spittire Mk.Vc, BM181, aircraft MX·D, of the 67th Rec. G, at Membury, England, in July 1943. It carries the new star and bar insignia, outlined in red, adopted on June 29, 1943, to Spec. AN-I-9A. (USAF)

Four P-47s were painted with different insignia; one had the existing star insignia, one the proposed star with the white rectangles, one the Luftwaffe cross, and the final aircraft had the Japanese hinomaru red disc. Flight tests on June 18, 1943, showed that the proposed new design showed up as a rectangle at varying distances and left no confusion of recognition. A report, No. 3-42-18-2, "Test of Aircraft Insignia", dated July 7, 1943, was submitted to HQ USAAF, recommending that the new rectangular insignia be adopted as standard. However, in a surprising show of speed, the new insignia had already been adopted by both the Army and Navy, leading to a revised AN-I-9a, dated June 29, 1943. (Contrast this with the lethargy shown on the adoption of a new camouflage scheme for anti-submarine aircraft, as described earlier).

Bell XP-59, no serial visible, prior to May 1943, at Muroc Army Air Base. This was the AAFs tirstjet tighter, using British designed engines. Its rather poor performance prevented it being used operationally, but it was used for training the AAFs tirst jet pilots. (USAF)

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Boeing B·17F·85·BO, 42-30033, aircraft BK-S of the 546th BS, 384th BG, shows the new red outlined insignia, together with the newly adopted "P" in a white triangle showing it belongs to the 1st Combat Bomb Wing, Eighth Air Force. The code letters on the fuselage are in neutral gray. (USAF)

The revised An-I-9a changed the design to the following: D-l. Construction. - The national insignia shall be an insignia white five pointed star inside an insignia blue circumscribed circle with an insignia white rectangle, one radius of the blue circle in length and one-half radius of the blue circle in width, on each side of the star and the top edges placed to form a straight line with the top edges of the two star points beneath the top star point; and an insignia red border one-eighth radius of the blue circle in width outlining the entire design. The construction of the star is obtained by marking off five equidistant points on the circumscribed circle, and connecting each point to the two non-adjacent points. See Figure 1. The national insignia shall be applied so that in the normal flight attitude of the airplane one point of the star points upward and perpendicular to the line of flight on vertical surfaces or forward and parallel to the line of flight on horizontal surfaces. A gray color, obtained by mixing one part of insignia white with one part of light gray, shall replace the insignia white on applications to upper wing surfaces when finished semi-gloss sea blue. D-2a(2). Size. - The insignia shall have a blue circle with a maximum diameter of 60 inches and a minimum diameter of 30 inches. Standard sizes shall have blue circle diameters in multiples of 5 inches. The blue circle diameter selected shall be the standard size which is closest to, but does not exceed 75 percent of the distance between the leading edge of the wing and the aileron cutout at the point of application. D-2b. Fuselage Insignia. D-2b(1). Location. - On patrol seaplanes, the insignia shall be applied to each side of the bow, in such position that it is completely visible when the plane is water borne in normal load conditions.

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INSIGNIA RED INSIGNIA BLUE INSIGNIA WHITE

INSIGNIA WHITE

INSIGNIA WHITE

INNER END OF EACH RECTANGLE CONFORMS TO THE CONTOUR OFTHE CIRCLE

NEVER LESS THAN 6 INCHES

80% TO 90%

OF AVAILABLE WIDTH TANGENT TO THE AILERON

Tech.Order No. 07-1-1 B (June 291943) © Victor Archer

r CHAPTER 3: 1943-The Struggle for Air Superiority

10

_1_

11-----

T 5"

1 Fire extinguisher marking, placed to right of door, to the left of insignia. By rear door only.

Douglas C-53, painted to T.O. 07-1-1. Insignia to T.O. 07-1-1 S, June 29 1943. Fuselage insignia 50 inch diameter circles, wing insignia 55 inch diameter circles. Dased on Douglas drawing 5133360.

147

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u.s. ARMYAIR FORCES

Curtiss P-40E-CU, 41·3650, was originally built for the RAF, but was taken over by theAAF while on the production line. Thus, it is in standard AAF camouflage, including rather heavy medium green blotches on the wings and tail surfaces. There is a yellow "I" on the cowl side, and the aircraft is using the new, but short-lived, red-outlined star and bar insignia of June 29, 1943.

T. O. 07-1·18, issued on June 29,1943, orders immediate use of the new insignia. The same day that the revised version of AN-I 9a 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 118 the radius of the circle, describe a border of red around the entire design outlined in paragraphs 4.a.(1) and (2). At the end of this section of the T. 0., 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. VIII 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.

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North American B-25H- A, of the 823rd BF, 38th BG, of 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, Fifth Air Force in July 1943. (March AFB Museum)

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Lockheed B-34s of flight "B", 2nd AS, at Manaos, Brazil, on August 25, 1943. These aircraft were on their way via the south Atlantic crossing to Fort Lyautey, French Morocco, to carry out anti-submarine operations in the Mediterranean theater of operations. (USAF)

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 eG., 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. O. 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-lO-BO, 4124453, aircraft LG-O, and LG·P, of the 322nd BS, 91st BG, in the pre-June 1943 insignia. Note that the blue-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)

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Bell P-39L-1-BE, 42-4520, is shown in the summer of 1943 in North Mrica, as aircraft "V" of the 350th FG, TwelthAir Force. It had previously served with the 81st FG, as "X_R". It is shown with the new red outline insignia of June 1943. (Robert L. Baseler)

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, July12, 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 olive 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 ofT. 0.07-1-1 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).

152

u.s. ARMYAIR FORCES

Bob Hope'S entertainment group is shown arriving at Mateur, Tunisia, on August 10, 1943. They were nown in the 325th FGs B25 "Passion Flower 2nd". Lt.CoI. 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 camounaged in the special North West African scheme of March 1943. (March AFB Museum)

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INSIGNIA BLUE INSIGNIA BLUE INSIGNIA WHITE

INSIGNIA WHITE

INSIGNIA WHITE

INNER END OF EACH RECTANGLE CONFORMS TO THE CONTOUR OF THE CIRCLE

AN-I-9b ( August 14, 1943 ) © Victor Archer

National Insignia outline border color changed to Insignia Blue in AN·I·9b, issued on August 14,1943. 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.

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U.S. ARMYAIR FORCES

North American B.25H.1.NA, 43·4105, was the first B·25H.1t is seen at EI Segundo in mid-1943 with the red outline insignia. Note the P·51B1-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 hadjust arrived in England. Hence, the very new Dark Olive Drab and Neutral Gray finish. (USAF via Gerry R. MarkgraO

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Two North American B-2S-Gs in the Pacific area with the bat marking of the 34Sth BG, Fifth Air Force, at Port Moresby, New Guinea, in the Pacific area.

T. O. 07-1-8 "General-Use of Semipigmented 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. Spec. 98-2410S-R, September 20,1943, adds markings for battery location and changes radio call number size and color for night fighters. When Spec. 98-24105-R was issued on September 20,1943, it added a new requirement for battery location marking. This required that the following marking was to be placed on the left side of the fuselage or tail boom as viewed from the rear of the airplane, using either a stencil or decalcomania, to permit the disconnecting of the battery on crashed airplanes by inexperienced personnel: BATTERY LOCATION .. The fore and aft location of the marking was to be approximately in line with the trailing edge of the wing. Its verticallocation was to be 2 to 3 feet off the ground with the airplane in the wheels up position on the ground, or for airplanes with fixed landing gear, with the landing gear washed out. If there were windows in the prescribed area, the marking was to placed as close as possible to the desired area. A new requirement for tbe radio call number on night fighters reduced their size (to an unspecified dimension) and changed their color to Insignia Red No. 45, Bulletin 41. Eglin Field tests camouflage for Photographic Aircraft, September 22, 1943. Another report by Eglin Field, No. 3-42-106, "Test of Camouflage for Photographic Airplanes at Extremely High Altitudes", was released on September 22, 1943. It is yet another of the missing reports referred to previously, so we are not sure of the contents. However, we do know that Lockheed finally painted all of the later production F-5As and F-5Bs in a single color synthetic blue haze paint. Later F5s were converted from P-38 aircraft at modification centers. It is not known what colors the converted aircraft were painted in, but refer to the entry dated October 16, 1943 (later in this chapter), covering the painting of F-7 aircraft in two shades of blue.

u.s. ARMYAIR FORCES

156

Vultee BT.13A, 42·41966, is seen over Laredo Field, Texas, on November 2, 1943 with the red outline insignia. The red outline continued to be used for several months in all areas, except the Pacific, despite the change to a blue outline in September 1943. Aircraft is natural metal finish. (USAF)

'\

Boeing B-17F-60-BO, 42-29563, aircraft ??-A, "Mary Ruth", unit unknown, over England in early 1943. (USAF)

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157

Consolidated B-24J-25-CO, 42-73250, is seen on a test night, with the red outline insignia in mid·1943. (Convair)

T. O. 07·1-1D changes National Insignia outline border color to Insignia Blue, September 24,1943, to agree with the new issue of AN-I-9b. The National Insignia was revised in T. O. 07-1-1D, to require the use of a BLUE BORDER in lieu of the RED BORDER formerly specified. The work was to be accomplished as soon as possible and not later than the next 25-hour inspection by service activities with the aid of sub-depots, if necessary. The new T. O. changed all previous references to the RED BORDER to one of BLUE. The new -insignia was to now consist of a fivepoint, white star within a blue circle, as previously specified, together with the two white rectangles, this entire design to be circumscribed by a BORDER of BLUE whose width was 1/8 the radius of the original blue circle. Existing insignia could be reworked by painting over the existing red border with insignia blue, shade No. 47.

Boeing B-17F-10-BO, 41-24485, aircraft DF-A "Memphis Belle" of the 324th BS, 9lst BG, back in the USA for a war bond tour. Note large amount of medium green blotches on the fuselage, and the armed guard. (USAF via Gerry R. Markgraf)

U.S. ARMYAIR FORCES

158

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Consolidated B-24D of the 376th BG, Ninth Air Force, returning to its base near Bengazi, Libya, after the August 1,1943, attack on the Ploesti oil fields in Rumania. It is finished in sand no.49 and neutral gray, with the yellow outline cocarde and RAF fin flashes. (March AFB Museum)

The order for the revised insignia went out to industry very quickly, where it was required that the changeover should be made at the factories and mod centers as quickly as possible without delaying deliveries. For example, this revision reached Douglas Aircraft at Long Beach and Santa Monica, and Lockheed Aircraft at Burbank on September 29, 1943. It should be noted that the Navy moved even faster, sending out the change on September 23, 1943, one day before the issue ofT. O. 07-1-1D. In fact, their teletype was dated September 15,1943, but its transmission was apparently delayed by coordination with theAAF.

New ANA BULLETIN No. 157 standardizes names and numbers of Army-Navy colors for aircraft camouflage, September 28, 1943. The results of the lAC standardization of aircraft camouflage colors was finally issued on September 28, 1943, as ANA Bulletin No.157. This listed the following: COLOR NO. COLOR NAME 601 Insignia White Light Gray 602 Sea Gray 603 604 Black Insignia Blue 605 Semi-Gloss Sea Blue 606

Two Consolidated B-24Ds of the 376th BG, shortly after their return from the Ploesti mission. The nearest aircraft is 41-11630, aircraft no.83. Note that the RAF fin flashes are on both sides of the vertical tail. (March AFB Museum)

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Consolidated B-24D, aircraft no.100 of the 376th BG. Brig. Gen. V.G. Ent, CG of the Ninth Air Force Bomber Command, is on the extreme right ofthe group, in front of the B-24D. This sand and neutral gray finished aircraft had the yellow outline cocarde, is the one the general flew in on the attack on Ploesti. (March AFB Museum)

607 608 609 610 611 612 613 614 615 616

617 618

619

Non-Specular Sea Blue Intermediate Blue Azure Blue Sky Interior Green Medium Green Olive Drab Orange YeJlow Middlestone Sand Dark Earth Dull Red Insignia Red

Note 2a. of the original document stated that: The Army-Navy Aircraft Camouflage Color Standards supersede Army Air Forces BuJletin No. 41 and any other color standards for the colors listed herein for Army and Navy aeronautical use. For many reasons, these new color standards did not take effect for several months. For example, the engineering department at Douglas Aircraft Co's. Santa Monica plant did not receive their copy until October 30, 1943. However, the main reason was it took several months before the necessary camouflage paint specifications were revised to meet the requirements (for fuJI details see Chapter 7). Also note that there were no high altitude camouflage colors included, despite the request of August 13, 1943, to the Tech. SubCommittee on Camouflage.

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U.S. ARMYAIR FORCES

Boeing B-17F-27-BO, 41-24587, is aircraft GN-P of the 427th BS, 303rd BG. It is seen at its base at Molesworth, England, on September 11, 1943. It has the medium green blotches and carries the new 1st Bomb Wing triangle on the tail. The code letters are in gray and the insignia has the new blue outline. (USAF)

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

Deletion of camouflage from combat aircraft discussed between Chief of Air Staff and the Chief of the Eng. Div, (WF), October 1, 1943 and October 6, 1943. In a teletype dated October 1, 1943, to the Eng. Div. (WF), the AC/AS, MM&D (Wash.), sought information relative to the possibility of deleting camouflage from combat aircraft. In a reply dated October 6, 1943, the Chief of the Eng. Div. (WF), stated that the small increase in speed, of 1 to 2 percent at top speed and a decrease in weight of 15 to 20 pounds on heavy bombers, was considered to be outweighed by the resultant reduction in protection against corrosion. Wax coatings offered inadequate protection. Thus, WF recommended that camouflage not be removed from combat aircraft if corrosion resistance was to be maintained in a salt atmosphere. (We now know that a decision re removal of camouflage was being made at the top level in Washington, DC, and that WF's opinion did not prevailauthor).

Boeing B-17F-27-BO, 41-24639, (the last B-17 with a 41- serial number) aircraft OR-W, of the 323rd BS, 91st BG. It has the medium green blotches only on the rudder and has all of the letters and numbers, tail triangle, and the national insignia grayed over. The insignia has the blue outline. This was in the late 1943 period when the Eighth Air Force was suffering very heavy losses in its mission over Germany. This aircraft named "The Careful Virgin", shows almost fifty missions performed. (USAF)

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Consolidated B·24D, 42·52744(?), and two others of a training school, in loose formation. Aircraft are numbered in yellow on the nose, 768, 864, and 812(?). (USAF)

Consolidated B-24J-30·CO, 42-73296, on a test flight over San Diego, shows the blue outline insignia on the standard dark olive drab and neutral gray finish. (Convair)

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U.S. ARMYAIR FORCES

Consolidated B·24H-I-CF, 42-64435, is one of the 738 of this block built at the Convair Forth Worth factory. (Convair)

Olive Drab recommended as night camouflage for P-61 and P-70 aircraft, October 11, 1943. At WF, the Tech. Exec. forwarded to the Prod. Div. (WF), information received from Prod. Branch, Mat. Div. (Wash.), giving results of tests of night camouflage made at Eglin Field. Eglin Field reported that black camouflaged aircraft appeared "silvery" white in searchlight beams and recommended that both P-61 and P-70 night fighters be finished in the standard dark olive drab and neutral gray. This recommendation also met the requirements of Mil. Req. Policy No. 15, dated May 29, 1942.

Wright Field informed that camouflage was to be removed from all aircraft, October 14, 1943. The Deputy CIS at WF was informed on October 14, 1943, in a call from the CG, Mat. Com. (WF),that all camouflage finishes were to be removed from all new production aircraft, except for those destined for Maj. Gen. C. Chennault, CG, Fourteenth AAF. The Deputy CI S requested that the Prod. Div. (WF), contact MM&D (Wash.) and obtain a directive to that effect.

Consolidated B-24D-165-CO, 42·72869, of the 93rd BG, 2nd BW, Eighth Air Force, in late 1943, with the red outline insignia grayed over. (USAF)

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Boeing B-17F-40-DL, 42·3236, aircraft number 26 of a training unit in early 1943. (USAF via Gerry R. Markgraf)

Photographic B·24s (F·7s) to be painted two shades of blue, October 16, 1943. The Mat. Lab. at WF in a letter, dated October 16, 1943, advised the AAF Representative at Northwest-St. Paul Modification Center that B-24s being modified to F-7s for photographic purposes, should be thoroughly cleaned, sprayed with a hiding coat of aerial blue enamel, followed by sufficient coats of shadow blue enamel to produce shading over visible bottom surfaces. (Note: this is a most remarkable letter, because it contains reference to two enamel colors, aerial blue and shadow blue, which have never appeared anywhere in any paint orders, standard color listings, etc.! Research has not been able to find any other official reference to these colors, nor did they ever find their way into any of the AN standard aircraft camouflage colors). Paint manufacturers query the variety of color standards in use, October 1943 The Forbes Varnish Company, Cleveland, OH, on October 22, 1943, asked the Material Division, Wright Field, OH, whether or not certain of the gloss colors in the Army-Navy Porcelain Color Standard had been superseded by certain color chips in "Color Card Supplement to US Army Spec. 3-1, revised April 21, 1943." The Production Engineering Section replied that the Color Card Supplement colors did not supersede any of the Army-Navy Porcelain Standard colors, and pointed out that in each instance the correct color standards to use would be those referenced in the applicable detail specifications (see Chapter 7 for full details). Gen. Arnold signs order eliminating camouflage on all aircraft, October 30, 1943 On October 30,1943, the Prod. Eng. Sect. (WF), informed by teletype the Western Procurement District, Los Angeles, CA, that Lt. Gen. B. Giles, C/As (Wash.), had signed an order, which had been counter-signed by Gen. Arnold and Lt. Gen. Carl Spaatz (Northwest African Air Force), eliminating camouflage from all aircraft. WF had not then officially received the order, but suggested that the District withhold for one week, approval of any funds for paint buildings. Camouflage no longer required for any AAF aircraft except night fighters, November 1943. On November 3, 1943, HQ. AAF sent the following message to the VIII Air Force Service Command: Approved policy on camouflage is quoted in substance as follows: "No requirement exists for camouflaging any AAF aircraft except Night Fighters. Night Fighters shall be painted with non reflecting type camouflage paint. Camouflage paint will be eliminated from all production AAF airplanes subsequently produced except Night Fighters. Navy type aircraft will be accepted with Navy camouflage. Camouflage may be removed from existing AAF airplanes at the option of the Theater Commander or Commanding General under whose jurisdiction such aircraft operate in accordance with technical instructions issued by Commanding General Air Service Command. Future production aircraft which require painting such as fabricated of wood shall be painted with aluminated paint". Above policy in no way prohibits Theater Commander if he desires from (retaining-sic) aircraft camouflage. Western Proc. Dist. informed that camouflage would be removed from P·38s and B·29s, November 16, 1943. On November 16, 1943, the Prod. Eng. Sect. (WF), informed the Western Proc. Dist., Los Angeles, that camouflage would be removed in production from P-38 and B-29s, but not from other aircraft until the Army, Navy, and Lease-Lend recipients could reach an agreement.

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Boeing B-17F-10-BO, 41-24484, aircraft LL-C, of the 40lst BS, 91st BG, was named "Bad Egg". Covered with massive green blotches, it shows red outline insignia overpainted with a blue border. Code letters are in yellow. It is seen at its base near Bassingbourne, England, on October 15, 1943. (USAF)

High Gloss camouflage investigated for night bombers, November, 1943. At this time, the Eighth Air Force was winding down the conversion of its day bombing operations to night bombing, which had been accelerated earlier, mainly as a result of its devastating losses in attacks on Regensburg and Schweinfurt. This had started in July, 1943, with a plan to convert six B-17 groups, three from each bomb division. These were the 92nd, 94th, 96th, 305th, 306th and 385th Bomb Groups. This was a major undertaking, as the entire AAF bomb campaign in Europe had revolved around continual day operations, this complementing the British RAF night bombing operations. The lack of suitable long-range escort fighters had forced the Eighth AF to make its longer missions deep into Germany without fighter escort, and in the summer of 1943, the resulting losses were far too high to sustain. Gen. Eaker ordered the necessary preparations for switching to night operations; this included the changes to the B-17 to allow its use at night. These changes proved to be very extensive, numbering 100 per aircraft. Quite apart from the addition of engine exhaust flame dampers, flash eliminators for the guns, blackout and anti-searchlight curtains for various crew stations, night lights, etc., the aircraft required repainting for night flying. The following information has been extracted from a "Secret" report issued by the 422 Bomb Sq. (H), 305 Bomb Group, on night operations. This report contained details of the results of converting 13 operational B-17F's for use in night bombing missions over Germany. The repainting was both external and internal and consisted of the following: 1. Black-out band on windows. A 1 1/2 inch black band or stripe was painted around the edge of each window in the radio and navigation compartments to prevent leakage of light around the black-out curtains. This was necessary on all aircraft and required one man, one hour per plane. 2. Blacken bombardier compartment. All unpainted metal in the bombardier's compartment had to be painted black to reduce reflection and glare from searchlights. One man, one hour per plane. 3. Blacken waist and tail sections. The entire waist and tail sections of the aircraft had to be painted black to reduce reflection and glare from searchlights. the waist windows and door windows were painted black in order that in the case of emergency the dome lights could be turned on without danger of light escaping. One man, five hours per plane. 4. Blacken underside of aircraft. The undersides of all aircraft were painted with black camouflage paint. This required three men, eight hours to clean and paint each aircraft. The report's summary stated that: It has been definitely proved that American Aircraft can operate at night. The obstacles, though considerable, are not impossible. It is not believed possible to operate both day and night with the same aircraft without losing a great deal of efficiency for one or the other. For dusk operations there is a considerable time after sundown, and after it is too dark to fly formation, that the western sky will remain light enough to cause a bomber above to be silhouetted, while an enemy fighter below will, in all probability, be unseen. Eleven personnel were listed as being responsible for the experimentation, modification, and the results of the project. These included seven USAAF personnel and four RAF personnel, showing the close cooperation between the two air forces. At that time, the RAF was using matt black finishes on the underneath and vertical surfaces of its night bombers. However, these finishes considerably increased the drag of the aircraft. Moreover, the increasing effectiveness of the Luftwaffe night fighters increased the need for improved performance.

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

Thus, the RAF was investigating the use of smooth, seem-gloss and high gloss black finishes for its aircraft. Information on these finishes was passed along to VIII Bomber Command, stating that they had been able to obtain approximately a 10 mph increase in speed, together with decreased detection by searchlights. However, they were afraid that a high gloss finish would be too easily detected in moonlight. This information set off research into the possible use of high gloss for the Eighth AF night aircraft. In the event, the night operations by the 422nd Bomb Squadron, run in September and October, 1943, suffered higher-than-expected losses and caused the tests to be terminated. A top level conference at Eighth AF HQ. in October decided that the VIII Bomber Command would be better utilized by continuing its original day bombing, especially as suitable long-range fighters were now becoming available. However, the night operation testing resulted in two new operations which continued to the end of the war: (1) Leaflet dropping (2) Operation Carpetbagger - support to the resistance movement in Europe. A third operation was the use of B-24s in support of RAF Bomber Command's lOOth Group jamming operations, but this was concluded in March, 1945.

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

Lockheed P-38H being modified at Delta Air Lines, Atlanta, facility, before being sent overseas. (Delta Air Lines via Talbott)

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

Military Requirements Policy No. 15, November 16, 1943, authorizes the deletion of camouflage. A new 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 service 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.

Republic P.47D·22-RE, 42.26020, aircraft HL-J(bar), ofthe 83rd FS, 78th FG, has the new post-August 1943 blue-outlined star insignia. It is camouDaged in Dark Olive Drab and Neutral Gray. It also has the special P·47 white cowl and bands markings on the tail, plus the oversize insignias under both wings. These were all adopted to avoid confusion with the German FW-190 fighter. The aircraft is carrying a belly metaldrop tank. Note that the aircraft letter J(bar) has been repeated under the front of the cowl, and the zinc chromate primer finish on the inside of the landing gear doors. (USAF via Gerry R. Markgraf)

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North American B-25G-I-NA, 42-64758, in the final anti-submarine sea search paint scheme. It has its red outline insignia over-painted with the later blue outline. (March AFB Museum)

Chief, Mat. Div., directs immediate effect of Mil. Req. Policy o. 15, November 23, 1943. 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, ovember 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 lAC 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:

COLOR NO. 501 502 503 504 505 506 507 508 509 510 511 512 513 514 515

COLOR NAME Light Blue (formerly called True Blue) Insignia Blue Light Green (formerly called Willow Green) Olive Drab Light Yellow (formerly called Lemon Yellow) Orange Yellow Aircraft Cream International Orange Insignia Red Maroon Insignia White Aircraft Gray Engine Gray Instrument Black Gloss Black

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).

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North American B-25J-I-NC, 43-3889, built at Kansas City, in the standard late 1943 camouOage and markings. 4,318 of this version were built. (March AFB Museum)

Deletion of camouflage on A·20 aircraft leads to considerable detail changes, detailed in AAF.Douglas Aircraft correspondence, December 8·20, 1943. The AAF Material Command wrote to Douglas Aircraft Co., Santa Monica, on December 8, 1943, concerning the deletion of camouflage on A-20G, A-2OJ, A-20H, and A·20K aircraft. This letter stated that higher authority had directed that camouflage was to be deleted from all of these versions, at the earliest possible date without delaying production. Only aircraft destined for Russia were to be camouflaged; this was to be applied to aircraft at the Douglas plant if possible, however, it could be done at the Modification Center. It was also required to delete camouflage from all spares shipped with uncamouflaged aircraft (except for the Russian aircraft). Basically, exterior surfaces of fabric, plywood, wood, magnesium and unclad dural were to be treated with primer and aluminized finishes, while exterior alclad and stainless steel surfaces would not need any finish. Black anti-glare paint was required on top of the fuselage to cover forward areas seen by the pilot. Douglas were to deliver all aircraft with a uniform color of finish, Le., no aircraft were to be delivered with some assemblies camouflaged and some not. No existing camouflaged parts or assemblies were to be scrapped. Propellers were to remain black with yellow tips. If existing camouflaged parts in stock would cause a marked delay in carrying out these orders, Douglas was to remove the camouflage or refinish them to an aluminum color without delaying aircraft deliveries. Douglas was also told to not irrevocably convert its camouflaging facilities to other uses (presumably in case it became necessary to use camouflage finishes at a later date). They were asked to let the Material Command know when they could deliver completely uncamouflaged aircraft so that the necessary contract changes could be issued. Enclosed with the letter was a sheet containing instructions for the removal of the camouflage. This agreed with the details in the letter, except for two areas. The instruction sheet called for the use of "Dark Green" anti-glare paint on the top of the forward fuselage, whereas the letter had asked for "Black" paint, and it also required the removal of camouflage from spinners (apparently, even higher authorities got their signals crossed !). This anti-glare paint disagreement was resolved by a letter from Wright Field, dated December 13, 1943, which directed that all A20G and A-20H aircraft having camouflage deleted required Olive Drab No. 613 anti-glare paint on top of the fuselage and inboard side of nacelles, forward of the wing leading edge, to cover forward and lateral vision areas seen by the pilot. It also stated that in addition to "Moth" (P-70) aircraft, it was still necessary to camouflage all Lease-Lend aircraft. The general confusion over details of camouflaging production aircraft continued, and Douglas Aircraft found it necessary to ask the Material Center to clarify the situation in a letter dated December 15, 1943, This stated that an AAF letter directed that standard A-20 camouflage should be applied to all P-70 aircraft. Other AAF directives stated that Lend-Lease and "Moth" aircraft only should be camouflaged. They received a reply from Material Command on December 17, 1943, stating that camouflage was required on all the P70 night fighter versions. In turn, on December 20,1943, they acknowledged the directives received, stated that they were determining the effective dates for deletion of camouflage on the A-20G, H, J, and K versions. They also requested immediate official contract authority for the change, so that they could implement it without delay. This correspondence clearly shows the time involved in contract changes at that time, due to transit times for mail, even with the use of teletypes.

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North American B·25H·5·NA, 43·4550, is seen in the new natural metal finish, without camouflage, as ordered in September 1943. (Nick Williams)

Lease·Lend aircraft supplied to the Soviet Union during World War II. lt is worth mentioning at this point that large numbers of aircraft were supplied to the Soviet Union during the war, under the provisions of Lend-Lease, by the USA and the United Kingdom. Very little was ever released by the Soviet Union on the extent of this help, and in view of the previous entry describing the requirements for camouflage on some of these aircraft produced by Douglas, we are providing a list of the aircraft sent to Russia: Bell P-39 4,746 Douglas A-20 2,908 Bell P-63 2,400 Douglas C-47 707 Consolidated PBY-6 48 North American T-6 82 Curtiss 0-52 30 North American B-25 862 Curtiss P-40 2,097 Republic P-47 195 This totals more than 14,000 aircraft. In addition, the United Kingdom sent more than 4,500 British designed and built aircraft.

Eglin Field publish report on Glossy Paint for Night Camouflage, December 10, 1943. On December 10, 1943, Eglin Field published report No. 3-43-114, "Test of glossy Paint for Night Camouflage". This stated that comparable tests were conducted at Eglin Field with aircraft finished with a special black paint of high specular and low diffuse reflectance and aircraft finished with the standard matt black paint. The matt black aircraft appeared "silvery" white in the searchlights, while the glossy black (622 Jet Black) aircraft was invisible 75% of the time and the effectiveness of both optically and radar controlled searchlights was greatly reduced, except from the specular angle. The visibility of the glossy black in moonlight was increased over the standard matt black. Waxing or "simonizing" assisted in maintain· ing the effectiveness of this camouflage since a high gloss played such an important part. Eglin Field recommended that the special black paint be standardized and replace the standard matt black New version ofT. O. 07·1·1 deletes camouflage, December 26,1943. A major revision ofT. O. 07-1-1 was issued on December 26,1943. It started by stating that painting of the exterior metal surface ofAAF aircraft was discontinued, except as directed for aircraft destined for foreign agencies. This was a major revision of the requirements and the document is reproduced below:

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Martin Baltimore Mk 1, FAl04, prior to delivery to the RAF, in Dark Earth and Middlestone over Azure Blue finish. These were the standard RAF desert colors for North Africa. (USAF via Gerry R. Markgraf)

Douglas C-53-DO, 41.20062, as seen at Lubbock Field, Texas, in late 1943. It has the identification yellow nose and rear fuselage bands ordered for transports flying within the continental USA. (Nick Williams)

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Lockheed C-69-1-LO, 43-10315, was the seventh C·69 Constellation to fly, of the twenty-two built during the war. The first aircraft made its first flight at Burbank on January 9, 1943. (BUAER)

TECHNICAL ORDER No. 07-1-1 December 26,1943 DOPES, PAINTS AND RELATED MATERIALS

GENERAL-AIRCRAFf CAMOUFLAGE, MARKINGS AND INSIGNIA This Technical Order replaces T. O. Nos. 07-1-1, dated June 15, 1943; 07-1-IC, dated July 3, 1943; and 07-1-10, dated September 24, 1943.

1. AlRCRAFT CAMOUFLAGE $1. Painting of the exterior metal surface of Army Air Forces aircraft is hereby discontinued, except as may be directed otherwise by the Commanding General Army Air Forces for aircraft destined for delivery to foreign agencies. This does not, however, eliminate the required identification data, insignia, anti-glare coatings, and corrosion prevention. Man-hours expended on maintaining existing camouflage finishes, now considered unnecessary, will be held to a minimum. h. Paint may be removed from presently painted metal aircraft by the operating organizations at the discretion of Commanders concerned, as local facilities and materials are available, provided no interruption in operations is entailed. Aluminized parts installed on a camouflaged aircraft will not be camouflaged. However, when any unpainted metal surface of sufficient area is installed that would materially affect the flight characteristics of the airplane, the remaining camouflage paint may be removed. Camouflaged metal parts installed on unpainted airplanes need not have camouflage removed.

Nice view of the Lockheed C-69 shows its very clean lines, which made it a classic airliner after the war. Note the natural metal finish and the extensive wing and horizontal tail walkway markings. These markings had been adopted in June 1943. (BUAER)

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£. All fabric control surfaces and fabric-covered aircraft will be aluminized when re-covering is necessary.

g. PARTS IN STOCK. (1) Aircraft airfoils and other exterior metal parts in stock need not have the camouflage paint removed. (2) Fabric control surfaces in stock, or installed as replacements, need not be refinished for any color matching purposes. !<. Camouflage 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. 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. (1) If camouflage 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 camouflaging materials have set. Over one light coat of zinc chromate primer, Specification No. AN-TT-P-656, one light coat black cellulose nitrate camouflage lacquer, shade No. 44, 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 yellow lacquer, shade No. 48. The propeller will then be checked for balance. (2) 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. 2. AUTHORIZED FINISHES. .!!. 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 chromiumcoated 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. Q. 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. £. 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. g. 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. !<. 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 tricresyl 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. 3. 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. .!!. 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.) Q. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-24105 will be maintained. f. 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. g. Under no conditions will the letters "U.S. Army" be applied to any airplane lower wing surface. !<. 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

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Consolidated B-24D, of the 479th Antisubmarine Group, from Dunkeswell, England, in sea-search camouflage of Neutral Gray over White. Note the red-outlined star insignia of June 1943. It has been fitted with ASV radar in place of the ball turret. (USAF)

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-incb R stations on the cambered side of the propeller blades will be retained. f. SPECIAL TRAINER MARKINGS. (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: ($1) Rudders and vertical fins painted insignia red. (2) 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. (£) Ring cowls to be painted insignia red. (g) Multi-engine aircraft nose sections to be painted insignia red from the cockpit forward. ~ 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. 4. STANDARD INSIGNIA. $1. Standard insignia of the design shown in figure I, will be placed on all Army Air Forces aircraft. It will be applied so that in normal flight attitude at the airplane, the top star point of the insignia points upward on fuselage surfaces and forward on wing surfaces. Decalcomanias may be used when available. (I) The standard insignia retains the five-point white star within the blue circle (as formerly). Standard sizes will have diameters of the basic blue circle in multiples of 5 inches, as 20, 25, 30, 35, etc. (2) The straight line formed on the top edges of the two-star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one radius (one-half of the diameter) of the circle. Draw lines at right angles to this line at each end extending downward for a distance equal to one half the radius of the circle. Draw horizontal lines parallel to the first line from the ends of the two vertical lines until they intersect the circle. The area thus created will be painted white.

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North American B-25J-5-NC, 43-28088 and 43-3522, ofthe 447th BS, 32lst BG, NinthAir Force, over Italy in late 1943. Camouflaged, they have red tips to the fins and the three vertical Roman numbers indicate the third squadron ofthe group. The nearest aircraft has had its neutral gray finish brought up level with the wing and horizontal stabilizer. (USAF)

Bell XP-59 Airacomet, still not carrying any visible serial number, shows the new red-outlined star insignia in mid-1943. It is seen flying near Muroc Army Air Base. (USAF)

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Noorduyn UC-64A-ND, 43-5379, was the 270th built in the first block of294 aircraft. 749 were acquired by theAAF. Standard camouflage and markings for mid-1943. (Harry Gann)

(3) Using a width one-eighth the radius of the circle, place a border of insignia blue around the entire design thus formed. Q. For wing insignia, the diameter of the basic blue circle will be the standard size which is nearest to, but does not exceed 75 percent of the distance between the leading edge of the wing and the aileron cutout at the point of application. It should not be greater than 60 nor less than 30 inches in diameter. The insignia specified herein will be placed on the top surface of the left wing and on the lower surface of the right wing with the center of the insignia inboard from each wing tip one-third of the distance from the wing tip to the fuselage, and with the blue border tangent to (touching) the aileron cut-out. The insignia may be moved in a minimum distance necessary where space is not available for the minimum size specified. On biplanes, insignia will be applied only to the upper left wing and lower right wing. £. For fuselage insignia, the diameter of the insignia will be standard size which is nearest to, but not greater than, 75 percent of height of fuselage at the point of application. The diameter of the basic blue circle should be not less than 20 inches, or greater than 50 inches. These will be placed and maintained on each side of the fuselage near midway between the trailing edge of the wing and leading edge of the horizontal stabilizer, but may be moved to the rear (or forward) of the midpoint to avoid turrets or other plastic material. The insignia may extend over doors and emergency exits, but shall not extend over windows or openings which would change the insignia pattern. If the fuselage section, as described herein, is not large enough to accommo date the minimum size specified, the fuselage insignia may be placed on such other parts of the fuselage as will permit its being readily seen from the side. On aircraft assigned to AAF Training Command, if insufficient space is available for both insignia and Field identifying numerals, the fuselage insignia may be omitted. 5. ORGANIZATIONAL INSIGNIA. .!!. The placing of organization markings or design (approved by the War Department as outlined in Army Air Forces Regulation 35-32) will be the responsibility of the organization itself. Depots will not be required to reproduce this insignia. Q. 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 thin aluminum sheet and bolted or screwed securely to rigid members of the airplane. 6. DECALCOMANIAS. .!!. The use of decalcomanias, Specification No. 14118,for standard or organization insignia 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, Fairfield, Ohio, will be notified, giving Purchase Order number, type, and size.

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Stinson L-5B-VW, 42-99574, showing the deeper rear fuselage which allowed a patient to be carried on a stretcher. This became a very popular feature for evacuating wounded personnel out of front line areas in a hurry. This is the first one of 730 built. (USAF)

7. LIGHTER-THAN-AIR. i!. Organization insignia will be placed on each side of each lighter-than-air aircraft. The location for observation balloons will be on each side, halfway between the greatest diameter and the leading edges of the horizontal lobes. The locations for spherical balloons will be at points in line with and 3 feet from each end of the wording 'U.S. Army." Q. In no instance will the size of lighter-than-air insignia exceed 9 square feet. The insignia placed on each craft assigned to an organization will be uniform in size. However, this does not require that insignia of different organizations be of the same size. £. The insignia for alllighter-than-air aircraft will be painted on two-ply envelope fabric, code No. 101, and securely attached to the envelope with rubber cement. Each sheet of fabric will be neatly trimmed to the minimum size required; and, to insure adhesion, corresponding areas of the aluminum finish will be carefully removed from the envelopes with suitable wire brushes. 8. MATERIALS REQUIRED. (omitted from this work - author).

***

Consolidated B-24D-80-CO, 42-40169, orthe 389th BG, 2nd BD, Eighth Air Force. It still carries the red outline to the insignia in late 1943. The aircraft letter N+ indicates that it is the second one in the unit with that letter. (March AFB Museum)

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Lockheed P-38H-I-LO, 42-66718, aircraft CY-T, of the 343rd FS, 55th FG, 66th FW, 3rdAir Div landing at its base of Nuthampstead, England in late 1943. (USAF)

This concluded the AAF work on aircraft camouflage, markings, insignia and colors for 1943. The situation world-wide had changed to where the AAF was preparing to go on the offensive with massive strength in all combat theaters, particularly in Europe. The Allies intentions were to beat Germany first and then concentrate on Japan. Russia's insistence on a "Second Front" in Europe played a key role in the planning for 1944: the US and British response was the planning of Operation OVERLORD, the landing of strong Allied forces on the north coast of France. This obviously required total air supremacy in that area, thus the destruction of the Luftwaffe's capability to defend the Channel Coast was paramount in the plans for 1944. The story of 1943 is one showing that the AAF was no longer worried about defending its airpower on the ground against hostile attack. This allowed them to concentrate on getting the maximum production of the required aircraft and getting every little bit of performance out of each type. The deletion of basic camouflage from its aircraft at the end of 1943 showed that these aims were being achieved, despite the heavy losses of the Eighth Air Force Bomber Command in the summer of 1943. In 1943, key problem in Europe had been shortage of aircraft, rather than crews. This was to change drastically in 1944. The arrival of the P-51 in England finally gave the Eighth AF the long-range escort fighter it needed to destroy German industry without suffering prohibitive losses.

***

4 1944 Air Superiority is Gained Over Europe and the Pacific During the winter of 1943-1944 the USAAF grew at a tremendous rate in Europe, far exceeding its losses, and launched a major assault on the German aircraft factories in February, 1944. This became known later as "Big Week" and put a major, and lasting, crimp into the Luftwaffe's ability to defend Germany. With the advent of the long-ranging Merlin engined P-S1 escort fighter, the Eighth Air Force B-17 and B-24 bombers were able to cover the length and breadth of Germany in raids of up to 1,000 aircraft. At the same time, the Twelfth and Fifteenth Air Forces in the Mediterranean area were advancing up Italy and making major at-

tacks on eastern Europe and southern Germany, primarily against the all-important oil producing plants needed to keep German forces and industry active. However, the major effort in Europe was the preparation for the long-awaited Allied invasion of France, culminating in the landings on June 6, known hereafter as "D-Day". The Ninth Air Force in England roamed far and wide over France and the Low Countries, attacking the entire transportation system to prevent swift German reactions against the vulnerable Allied forces on the beaches of northern France.

Boeing B·17G·30·DL, 42·38091, showing the early 1944 Dark Olive Drab and Neutral Gray finish, with the blue outlined star and bar insignia. (USAF via Gerry R. Markgraf)

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Boeing B·17G-70-BO, 43-37716, aircraft "Five Grand" was in natural metal with signatures all over it, prior to unit allocation. It became aircraft BX·H of the 338th BS, 96th BG, 45th CBW, 3rd Air Div. (USAF via Gerry R. Markgrat)

All of this effort resulted in a virtual lack of Luftwaffe action over France on D-Day and ensured the success of the landings. German attempts to cause destruction and panic in England, using the new V-I flying bombs and the V-2 rockets, brought intense USAAF and RAF attacks on their launch sites. This blunted the effect and the new weapons had no substantial effect on the Allied

New Boeing B-17G, aircraft "I'll Get By' and crew prior to start of mission. Believed to be from the 390th BG, 13th CBW, 3rd Air Div, Eighth Air Force, England, Spring 1944. (USAF)

advance across France, Paris being liberated on August 25. More important was the German introduction of the Me-163 rocket fighter in July, followed by the Me-262 jet fighter in October, but various technical problems with both types prevented either one from becoming an effective weapon (note: the Me-262 is generally credited with being the first jet fighter in action, but the RAF Gloster Meteor was used in squadron strength against the V-I bombs, beginning in August). The introduction of these new weapons did little to prevent the massive Eighth and Fifteenth Air Force attacks against the shrinking Nazi empire, and by the end of the year the Allies were on the borders of Germany, victory seeming to be imminent. The contribution of air power to the Allied successes was underscored by the surprise Nazi attack in December, the Battle of the Bulge. This was launched in extremely bad weather which kept the allied air forces grounded for several days. However, when the weather opened up, the huge air attacks on the German forces helped to completely turn the tables. On December 24, the Eighth Air Force put up 2,046 heavy bombers and 853 escort fighters in their biggest mission ever against the Nazis. In the Pacific, the Allies had fought their way up the long island chain leading to Japan, culminating in the landings on the Philippines. The naval battle of the Leyte Gulf resulted in the virtual destruction of the Japanese navy, together with their lack of air power. In Burma, the British advance took them close to the capture of Mandalay, aided by the USAAF Tenth Air Force. All of these victories were bought at a heavy cost and during 1944, the USAAF lost 11,618 aircraft in Europe and the Mediterranean, together with 1,671 in the Pacific area. This was out of a total peak strength of 79,908 aircraft on July 1944. This included

c

CHAPTER 4: 1944-Air Superiority is Gained Over Europe and the Pacific Spec.No.

Jan. Feb.

T.O.07-1-1 Markings, Insignia, &

Mar. Apr. New Version

May June

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Jui. Aug.

Sep. Oct.

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Nov. Dec.

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Camoufla~e

Bulletin 48 Colors for Temporary Camouflage Finishes 24105 Markings for Airplanes 24113 Color for Army Air Forces Airplanes 24114 Camouflage Finishes for Aircraft ANA 157 Aircraft Camouflage Color Standards ANA 166 Aircraft Color Standards (Glossy) AN-I-9 Insignia: National Star

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US Army Air Forces specifications in use, revised, or issued, by date and version, during 1944. The letters indicate a letter revision of a spec., such as T.O. 07-1-1A. The numbers indicate an amendment to an earlier version of a spec., such as Amendment No. 6 to Spec. 24114.

more than 12,165 B-17, B-24, and B-29 heavy bombers, 8,341 medium and light bombers, 15,644 fighters, 9,433 transports, and 27,907 trainers, by far the biggest air force ever seen. It stands as a staggering industrial and military achievement. During 1944, the rapid changes in the war situation led to the following changes in the marking and camouflaging of USAAF aircraft: Camouflage no longer required on combat aircraft in Europe, January. Gloss Black paint overall finish ordered for P-70 and P-61 night fighters, January. Radio Call number colors changed to black, international orange, or insignia red for various types of aircraft, March.

ANA Bulletin No. 157A listed all AAF, Navy, and British equivalent or superseded colors and changed Insignia Red to Bright Red, March. T. 0.07-1-1 gives first instructions for the removal of camouflage, April. Camouflage to be continued on Douglas A-20R and A-20K aircraft, July. T. O. 07-1-1B added camouflage requirements for troop carriers and transports, and new markings for war-weary and surplus aircraft, August. PT trainer aircraft to be finished in aluminum with international orange bands around fuselage and wings, August. Camouflage deleted from Republic P-47s destined for Britain and France, November.

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Boeing B-17F·95-BO, 42-30267, aircraft "Hustling Huzzy", of the 341st BS, 97th BG, is still displaying the red outline to the star insignia on January 10, 1944. It was part ofa Fifteenth Air Force formation on the way to bomb targets in Sofia, Bulgaria, in support of the advancing Soviet armies. (Nick Williams)

Boeing B·17G, natural metal aircraft "Estinella"?, with chaplain blessing crew before mission.

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Boeing B-17G-75-BO, 42-38061 and 42-31533, of the 535th BS, 381st BG, 1st CBW, 1Air Division, Eighth Air Force, display the latest markings on their way to targets in Germany.(USAF)

Boeing B-17G-35-BO, 42-32025, aircraft VP-P of the 533rd BS, 381st BG, 1st CBW (red tail, wing tip, and horizontal stabilizer), 1st Air Div (black triangle), Eighth Air Force. Spring 1944. Behind is B-17G.20-BO, 42-31570, aircraft VP-W, of the same unit. Note marked difference of the Dark Olive Drab on the two aircraft's fuselages and the large oil stains from all engines, extending back over part of the horizontal tail. (USAF via Gerry R. Markgraf)

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Boeing B·17F·25·BO, 41·24577, aircraft VK·A, "Hell's Angels", of the 358th BS, 303rd BG, flies over its base at Molesworth, England, enroute to the USA to lead a war bond fund drive. It is liberally covered with names and signatures from the base personnel. (USAF)

Camouflage Paint on USAAF Airplanes in the United Kingdom, January 2, 1944. Gen. Eaker sent a letter to the CGs., Ninth Air Force, VIII Bomber Command and VIII Fighter Command, on January 2,1944. This stated that in the near future, certain types of aircraft arriving in the theater would be uncamouflaged. The Generals were directed to notify the VIII Air Force Service Command as to their intentions regarding the use of uncamouflaged combat aircraft, at the earliest possible date. The final decision in this regard was to remain in the hands of the responsible Tactical Commander. The policy in the theater concerning use of uncamouflaged aircraft would be established through the decisions reached as above. This letter gave the Tactical Commanders concerned the authority to operate their combat aircraft without camouflage if so desired. On January 15, 1944, Ninth Air Force RQ. replied to Eaker's letter, stating that their policy would be as follows: a. Fighter Aircraft. All operational fighters used by IX Fighter Command would be camouflaged, and any uncamouflaged aircraft received would be camouflaged. This would cause extra work for the depot and service units and they would prefer to receive all fighters destined for IX AF in camouflage. They also would, if possible, polish the camouflage paint to attain the equivalent of an RAF "fighter finish", as this would give them the same performance as uncamouflaged aircraft. b. Bomber Aircraft. The IX Bomber Comand would use either camouflaged or uncamouflaged aircraft, in an "as received" state. Aircraft delivered uncamouflaged would not be painted, nor would paint be removed from those already camouflaged. No change in operational tactics was anticipated for uncamouflaged aircraft. c. Troop Carrier Aircraft. The IX Troop Carrier Command did not want to use uncamouflaged aircraft, and any uncamouflaged aircraft delivered to them would be camouflaged before delivery to combat units.

Boeing B·17G·5·BO, 42·31134, aircraft CC·G of the 569th BS, 390th BG, taking part in the major offensive against the German aircraft industry in February 1944. Note the white rectangle with the black letter "J" within it; it has usually been called a "square", but the orders clearly defined a rectangle. It could be seen in a horizontal position on aircraft with wide code letters (see chapter 6 for more information). (USAF)

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Four Boeing B-17Gs of the 323rd BS, 91st BG, 1st CBW, 1st Air Div, Eighth Air Force, over clouds with bomb doors open. Lead aircraft is in Dark Olive Drab and Neutral Gray, with yellow code letters OR-R, others all in natural metal, code letters OR-C, S, and K. Note how the red tail markings show up the different color triangles on the Olive Drab and natural metal aircraft. (USAF)

Material Command issues Military Requirements Policy No. 60, concerning AAF insignia on leased commercial aircraft, January 6,1944. To clarify any misunderstanding concerning the camouflage of AAF aircraft, Material Command issued Military Requirements Policy No. 60 on January 6, 1944. This stated that Army camouflage, insignia and markings were not to be used on any commercial aircraft leased to the AAF , but not flown by AAF crews. Such camouflage, etc., was to be used on any commercial aircraft leased to the AAF for a continuous period exceeding ninety days, which was flown and maintained by AAF personnel. Any AAF aircraft loaned to any other government agency and not flown by AAF crews were to have all Army camouflage, insignia and markings removed before delivery.

Proving Ground Command issues final report on the principles for camouflage in flight, January 7,1944. Eglin Field prepared a long and detailed report on the principles applicable to the camouflage of aircraft in flight. This stated that there were four fundamental variables in the perception of any visual object, - (1) size, (2) contrast with background, (3) illumination, and (4) duration of observation. The only one of these that could be controlled to any extent for the camouflage of aircraft in flight was the contrast of the airplane with the background. Camouflage was obviously a protection to a plane only when it could not be seen; success

Vultee XA-41-VU, 43-35124, was the prototype for a new attack aircraft which made its first flight on February 11, 1944. Shown in natural metal finish. It was canceled because the fighter bombers such as the P-47 made it redundant. (Convair)

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Five natural metal Boeing B-17Gs of the 532nd and 533rd BS, 381st BG, 1st CBW, 1 Air Div., Eighth Air Force over their base in mid-1944. Aircraft are K, 42·106984; D is 42·107112; Sis 42-97059, and P plus N (serials not visible). (USAF via Gerry R. MarkgraO

of camouflage in flight was achieved, if when at the distance at which it would normally be visible, it still could not be seen. The report discussed camouflage of the various sections of the plane as top, side, and bottom surfaces plus various types such as sea search, night, gloss, confusion and temporary camouflage, plus that for photographic reconnaissance aircraft. Camouflage could affect the performance of aircraft in two ways; by the increased weight of the paint and by increased drag if the paint was rough. In a generalized aircraft camouflage evaluation, the report stated that (1) top surface camouflage was very effective, (2) side and under surface average camouflage was of doubtful value. It concluded that camouflage should be weighed solely on its merits of concealment. If camouflage was needed and was proven, operational efficiency need not be sacrificed. If aircraft were required for special purposes where the operational altitude remained reasonably constant and operational conditions similar, camouflage could be selected which was effective and worthwhile. The report included a bibliography containing twenty-nine documents pertinent to the subject, including eighteen final reports issued by Eglin Field in 1942 and 1943.

Material Command initiates use of gloss black camouflage paint, January 12, 1944. Material Command requested on January 12, 1944, that Production Division order all night fighter aircraft in production (P-61 and P-70) to be camouflaged with gloss black paint; this order superseded all previous orders for the camouflage of night fighters.

Boeing B-17G.I0.VE, 42-40050, aircraft SC-J of the 612th BS, 401st BG, 94th CBW, IstAir Divison, Eighth Air Force is shown returning from a raid on the Messerschmitt factory in Augsburg, Germany, on February 25, 1944. (USAF)

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Boeing B-17G-40-BO, 42-97059, aircraft VP-S; 43-37791, VP-V, of the S33rd BS, and 44-6163, GD-V, of the S34th BS, all of the 381st BG, lst CBW, 1stAir Div, and a lone p-Sle, WR-?, of the 3S4th FS, 3SSth FG, 65th FW, 2nd Air Div. The P-Sls under-fuselage invasion stripes date this to late 1944. (USAF via Gerry R. Markgraf)

Douglas Aircraft directed to proceed with deletion of camouflage, January 13, 1944. Material Command on January 13, 1944, directed Douglas to proceed with the deletion of camouflage on A-20G, A-20H, A-20J, and A20K aircraft, in accordance with their earlier letter dated December 8, 1943. They told Douglas that a contract change would be initiated when Douglas told them the effective point of the change, and requested that Douglas expedite comments and date of the effective point. On January 17, 1944, Douglas advised Material Command by teletype that immediate results could be obtained by refinishing A-20 series aircraft in an aluminum color, as outlined in AAF letter dated December 8, 1943. They had been unable to find any satisfactory stripping material that would allow them to delete camouflage without causing serious production delays. They requested permission to produce bare-metal A-20 series aircraft, as requested in the letter dated December 27, 1943. The Douglas letter dated January 8, 1944, made no mention of eliminating primer on A-20 aircraft. Douglas's effective point was contingent on an answer to the letter of December 27,1943, and upon receipt of allocations for AAF P-70, Moth and Mink aircraft a minimum of three months in advance of delivery dates. This was so that Douglas could make satisfactory arrangements for the deletion of camouflage with subcontractors. They concluded by requesting authority to proceed signed by an AAF contracting officer. On February 8,1944, Douglas received an air mail letter from Material Command, which stated that this letter was to be considered the final directive, superceding the letter dated December 8, 1943, for the deletion of camouflage on A-20 series aircraft. Douglas was directed to take immediate action to delete all exterior camouflage from subject airplanes without causing a delay in production. It went on to direct that prior to delivery, all A-20 aircraft allocated to Mink, Moth and those destined for conversion to P-70 airplanes would be camouflaged on exterior surfaces only, in accordance with present camouflage schemes. A primer coat of zinc-chromate primer was required on Mink, Moth and P-70 aircraft. All A-20 series aircraft delivered to the AAF were to be delivered without camouflage and other exterior coatings, except for Moth, Mink and P-70 aircraft. This exchange concluded that started on December 8,1943, and serves to show the reasons for some of the typical delays and misunderstandings that arose in implementing new AAF policies on the production lines.

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

Sub-Committee on Standardization, JAC (Wash.), continues use of camouflage and adopts two new Navy colors, January 19, 1944. The JAC sub-committee on Standardization met on January 19, 1944, to review the new requirements and policies of the three services concerning the use of camouflage on their aircraft. Particular attention was paid to the latest AAF Military Requirements Policy (MPR) No. 15, dated January 6, 1944. The new AAF camouflage policy read as follows: Aircraft allocated to Lend-Lease beneficiary governments and the Navy will be delivered with standard U.S. Army camouflage, unless other specified camouflage has been requested by the recipient Agency. The AAF stated that MRP No. 15 only referred to camouflage paints and that the Material Command retained control of protective coatings. The committee decided that in view of this, that the existing service specifications should continue to define protective coatings. The AAF, Navy and British committee members agreed that:

1. The weight of camouflage paint applied to aircraft was less than had been commonly believed; for example, the paint on a B-24 aircraft only weighed 71 pounds, an insignificant proportion of the aircraft's 60,000 pound gross weight. 2. The increase in drag due to rough camouflage paint was not a serious factor. 3. Aircraft on the ground could be camouflaged more effectively than in flight. 4. Navy tests on an F4U-l aircraft showed that speed increases due to lack of camouflage were small, and their results substantiated those obtained by AAF and British tests. The British member stated that they had found that nets were less effective over non-camouflaged aircraft on the ground, and the Navy member agreed with this statement. The AAF member said that MPR No. 15 did not apply to this situation.

Boeing B-17G, "Little Miss Mischief', a natural metal finished aircraft, after a gear-up belly landing at its base in England. (USAF)

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

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

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

In view of these statements and data, the committee decided that standard camouflage schemes would be applied by the manufacturers; if this was not possible, the camouflage would be applied at the Modification Centers. The committee also approved the addition of the Navy Light and Dark Gull Grays to the standard camouflage colors. The Dark Gull Gray would replace the Navy Light Gray and the British Sea Gray Medium, and the Light Gull Gray would be an additional color. These recommendations were approved by the JAC on January 27, 1944.

Douglas A-20G-2S-DO, 43-9182, aircraft SH-B, of the 668th BS, 416th BG, Ninth Air Force, in the spring of 1944. (USAF)

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North American P-S1B-1-NA, 43·12216, aircraft AJ-U of the 3S6th FS, 3S4th FG, Ninth Air Force early in 1944. It is fully camouflaged and has the specified white bands around the nose and across the wings and tail surfaces. The spinner was also white. These markings were intended to help differentiate the P-S1 from the German Messerschmitt Me109. (USAF)

Gen. Arnold queries all AAF commanders if they had a need for the new gloss black paint on bombardment aircraft, January 30, 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 low 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.

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. Markgraf)

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Republic P-47D-lOs of the 325th FG, Fifteenth Air Force in Italy, prepare to take otT 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-I0-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)

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Consolidated B-24H, serial unknown, aircraft named "Leading Lady", of the 451st BG, 49th BW, Fifteenth Air Force in the spring ofl944. Note the group insignia on the nose wheel. (March AFB Museum)

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, Alconbury, home of the nnd 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.

Uncamouflaged aircraft begin to reach USSAFE, 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.

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Republic P-47D-6-RE, 42-74672, of the 350th FS, 353rd FG, in an embarrassing position at Duxford, England, on May 24,1944. The cowl checks were black and yellow. (USAF)

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. Consolidated B-24H, natural metal, "Arise My Love and Come With Me". Unit letters are ZS, denoting the 754th BS, 4S8th BG, 96th CBW, 2nd Air Div. (USAF via Gerry R. Markgraf)

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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 UC-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. Tbe aircraft are coded M2 for tbe 88th TCS, 438th TCG of the Ninth Air Force. Note that each glider bas 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 tbese aircraft flew over London, England, on June 5/6, 1944, all with their navigation lights on to belp 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 458tb BG, 96th CBW, IstAir 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)

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Revised ANA Bulletin No. 157a, lists AAF, Navy, and British equivalent or superseded colors, and changes color 619 to "Bright Red" from "Insignia Red," March, 1944. On March 24, 1944, a revised ANA Bulletin No. 157a, Standard Aircraft Camouflage Colors, added a table showing the AAF and Bureau of Aeronautics colors equivalent to or superseded by these standard camouflage colors. The British nearest equivalent colors were also listed and were those for which the AN standard colors could be substituted. The name of color 619 was changed to read "Bright Red" in place of "Insignia Red". A paragraph titled "Color Match" was also added and read as follows: In order to determine color matches the subject standards shall be compared with the dry paint film under test by viewing under diffuse daylight illumination. The illumination shall be equivalent to International Commission on Illumination Illuminant "C" obtained from north sky light or suitably filtered artificial sources. The line of sight should be normal to the plane of the specimen and the standard. No water, oil or other means of moistening the surfaces shall be used. Color standards should be handled by the edges and suitable precautions taken to minimize drift due to exposure, soil, rubbing or other cause. The added table read as follows: A-N Aircraft Standard

Nearest Equivalent ARMY AIR FORCES (1)

or Superceded Bureau ofAeronautics

Color British (2)

601 Insignia White 602 Light Gray 603 Sea Gray

Insignia White 46

Insignia White Light Gray

White

Neutral Gray 43

604 Black 605 Insignia Blue 606 Semi-Gloss Sea Blue 607 Non-Specular Sea Blue

Black 44 Insignia Blue 47

608 Intermediate Blue 609 Azure Blue 610 Sky 611 Interior Green 612 Medium Green 613 Olive Drab 614 Orange Yellow 615 Middlestone 616 Sand 617 Dark Earth 618 Dull Red 619 Bright Red (formerly called Insignia Red) NOTES:

Black Insignia Blue Semi-Gloss Sea Blue Non-Specular Sea Blue, Dark Blue and Blue Gray Intermediate Blue Light Blue

(3) Medium Green 42 Dark Olive Drab 41

(3) Light Green

Identification Yellow 48

Orange Yellow

Extra Dark Sea Gray, Dark Sea Gray and Ocean Gray Black Dull Blue

Azure Blue and Deep Sky Sky (3) Dark Slate Gray and Dark Green Yellow Middlestone

Sand 49 Insignia Red 45

Insignia Red Insignia Red (4)

Dark Earth Red

(1) AAF Bulletin No. 41 (2) Ministry of Aircraft Production Color Standards. (3) 611 Interior Green is intended for standardization of the product obtained by tinting zinc chromate primer, Spec. AN-TT-P-656, for shop coat or interior finish purposes. (4) 619 Bright Red (formerly called Insignia Red) is intended for use as specified by the Bureau of Aeronautics.

Boeing B-17G-7S-BO, 42-37938, aircraft OR-E ofthe 323rd BS, 91st BG, at Bassingbourne, England, on June 6, 1944, awaiting its next mission. Note that most of the aircraft behind are now in natural metal finish. (USAF)

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Consolidated B·24J-180-CO, 44·40791, aircraft "Playmate", of the 867th BS, 494th BG, SeventhAF, was in natural metal finish. Note the slight kink in the fuselage bottom line with introduction of the nose turret on the B-24. (USAF via Gerry R. Markgraf)

AAF Training Command requests return to blue and yellow color scheme for its primary training aircraft, March 1944. On March 25, 1944, the CG AAF Training Command wrote to CG, AAF, Washington, DC, stating that they desired to paint the fuselage of all primary trainers blue and the wings yellow This was to improve the visibility of the trainers to decrease the possibility of accidents in flight. A survey they had run showed that many air collisions were being caused by the poor visibility of the silver painted airplanes. Repainting of the aircraft in service could be done over a period of time without interfering with training. HQ AAF approved the request on May 6, 1944, providing it did not interfere with training operations.

Consolidated B·24H or J. aircraft no.945, "RuthAnn". of an unknown aircraft. Probably in Pacific Theater,judging by the aircraft number and background on painting. (USAF via Gerry R. Markgraf)

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Consolidated B-24J-12S-CO, 42-110037, aircraft IS-B+ ofthe 700th BS, 44Sth BG, returns to its base at Tibenham, England, on D-Day, June 6, 1944. Everyone is crowding around the aircraft waiting to hear how the invasion is going. (USAF)

New version of T. O. 07-1-1, issued on April 25, 1944, gives instructions for removal of camouflage, at the discretion of the commanders concerned. This new version ofT. 0.07-1-1 was the first to cover the removal of camouflage finishes from aircraft in service and read as follows (unchanged paragraphs have been omitted): 1. AIRCRAFr CAMOUFLAGE il.. GENERAL. - Camouflaging of the exterior surface of AAF aircraft is hereby discontinued except for helicopters, liaison airplanes, gliders 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. Q. REMOVAL. (1) Paint may be removed from presently camouflaged metal aircraft by the operating organizations at the discretion of Commanders concerned, when local facilities and materials are available, provided no interruption in operations results. Aluminized parts installed on camouflaged aircraft will not be camouflaged. However, when any unpainted metal surface of sufficient area is installed that would materially affect the flight characteristics of the airplane, the remaining camouflage paint may be removed. Camouflaged metal parts installed on unpainted airplanes need not have camouflage removed.

Martin B-26B-SS-MA, 42-96220, aircraft YA·Q of the SSSth BS, 386th BG, Ninth Air Force, makes a smooth landing despite the main landing gears refusing to lower. It is seen at its Great Dunmow base, England, on June 8,1944. It is in natural metal finish with the invasion stripes very neatly painted around the fuselage letters and star insignia. The unit color band across the tail is in yellow with black trim. (USAF)

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Martin B-26B-15-MA, 41-31595, aircraft AN·J, "Blazing Heat", of the 553rd BS, 386th BG ends up on its nose when the nose gear did not function. This shows well the invasion stripes on the top of the aircraft. The unit stripe on the tail is in yellow. Great Dunmow, England, on June 23,1944. (USAF)

(2) For removal of all types of paint materials from metal surfaces, use paint and varnish remover, Specification No. 14119, in conformance with T. O. No. 07-1-7. If not available, lacquer finishes may be removed with material compounded by the following formula: 3 gallons benzene, 2 gallons acetone, and 1 pound of paraffin wax. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner, Specification No. AN-TI-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. See T. O. No. 01-1-140 for information on aerodynamic cleanliness.

Martin B-26B, full serial not known, aircraft YA-V of the 555th BS, 386th BG, shows off the under wing and fuselage stripes. Seen on July 1,1944. (USAF)

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Consolidated B·24M·S·CO, 44·41876, aircraft "Lucky Strike", of the 330th BS, 380th BG. Assigned to the Fifth Air Force in the Pacific, the group was attached to the Royal Australian Air Force until January, 1945. (USAF via Gerry R. Markgraf)

Six Vultee BT·13s lined up at a training school. Only serial visible is on aircraft 40·983, which has a black cowl. Note its aluminized finish over the fuselage and outer wing panels. Other aircraft have yellow, and red cowls, while the last one has a gold band around its cowl. Note the lack of fuselage insignia. (USAF via Gerry R. Markgraf)

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Republic P-47D-22-RE, 42-26150, aircraft K4·K of the SlOth FS, 405th FG, Ninth Air Force. Seen in early August 1944 at the advanced landing strip A-8, Picauville, Normandy. Stripe across the tail is black and the nose cowl is in blue. The name "Der Jaager" appears to be in white on blue. (William L. Swisher)

FABRIC AIRCRAFT. - Liaison aircraft, helicopters, and gliders still require standard day camouflage. Other fabric covered aircraft and all control surfaces will be aluminized when recovering is necessary, g. PARTS IN STOCK (I) Aircraft airfoils and other exterior metal parts in stock need not have the camouflage paint removed. (2) Fabric control surfaces in stock, or installed as replacements, need not be refinished for any color matching purposes. .\<. PROPELLERS. (1) 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. 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 be painted black; however, the 4-inch yellow tip must be maintained as a safety measure. (2) 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. (3) When necessary, three and four-blade metal propellers maybe 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. J;;.

Douglas A·20G-30-DO, 43-9710, aircraft 7X-G of the 645th BS, 410th BG, seen at strip A·8 on August 9, 1944. Marking on the rudder is in black and white, code letters and no e cowl are in white, as is the name "Three" on the nose. Note how the invasion stripes have been painted over on the top of the fu elage and wings. (William L. Swisher)

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Bell P-39 in very well worn Dark Olive Drab and Neutral Gray finish. Note exhaust peeling paint off fuselage, and the black walkway and red walkway striping. At Patterson Field, Ohio in 1944. (USAF via Gerry R. Markgraf)

2. AUTHORIZED FINISHES. ./!. DAY CAMOUFLAGE. - 8tandard day camouflage for liaison aircraft, helicopters, and gliders consists of upper surfaces olive

drab, shade No. 41, Bulletin 41 or AN Bulletin 613; and lower surfaces neutral gray, shade No. 43, Bulletin 41 or Army-Navy sea gray, No. 603. (See AN Bulletin 157A.) b. NIGHT CAMOUFLAGE. (1) GENERAL. - Special black camouflage paints, color designation, "Jet No. 622," have been developed for use in minimizing visibility of airplanes at night. The estimated quantities of materials required will be found in table 1. (2) PREPARATION OF SURFACES. (g) Metal surfaces which are painted with dull camouflage finish should preferably be stripped to bare metal in accordance with T. O. No. 07-1-7, and the metal cleaned and primed in order to save weight. However, if weight is not critical, Jet No. 622 camouflage enamel may be applied directly over the dul1 finish, after thorough cleaning and careful smoothing with No. 320 or finer waterproof sandpaper and water to minimize porosity and roughness. NOTE Application of lacquer over enamel may cause lifting of the enamel. If, upon trial, trouble is encountered in application of lacquer over the old finish, the finish must be removed or Jet No. 622 enamel used. Prior to application of Jet No. 622 camouflaged enamel, unpainted metal surfaces will be cleaned in accordance with Specification No. 98-20007 (or phosphoric acid alcohol cleaner in accordance with T. O. No. 01-1-1) and then primed with one smooth coat of zinc chromate primer, Specification No. AN-TT-P-656. (12) Wood surfaces painted with dull camouflage or aluminized finish will be cleaned and then smoothed out by sanding with No. 320 or finer waterproof sandpaper and water, prior to application of the Jet No. 622 camouflage enamel. Unfinished wood sur faces wil1 be prepared in accordance with Specification No. AN-C- 83, to produce a surface as smooth and free from irregularities as possible, prior to application of the Jet No. 622 camouflage enamel. Surfacer, Specification No. 14116, may be used in direct-on-wood finishes, provided the film is sanded as thin as possible commensurate with the desired smoothness and "holdout" or ful1ness of gloss of the final finish. TABLE! METAL SURFACES FABRIC SURFACES Lacquer, Specification or Enamel, Specification Dope, Specification Total Approx. No. AN-TT-L-51 No. AN-E-3 No. AN-TT-D-554 Weight Increase Fighter (P-40) 10 gal or 6 gal 2 gal 15 Ib Bomber (B-24) 30 gal or 15 gal 7 gal 461b Requirements for other airplanes may be estimated from the preceding table.

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North American P-51D-5-NA, 44·13550, aircraft A9·M of the 380th FS, 363rd FG, seen at strip A-8 on August 10, 1944. Note how the invasion stripes have been painted out above the top of the fuselage and insignia, with dark olive drab. The same was done to the stripes above the wings. Squadron color on the spinner is blue. (William L. Swisher)

(3) APPLICATION. - Application of Jet No. 622 camouflage will be by spraying, which presents no unusual problems. However, because of the need to produce a black finish having as near mirror-like an appearance as possible, it is necessary to take extra precautions to avoid dust during painting and drying. Dust which becomes adhered to the paint, especially on the bottom and side surfaces, will result in reduced effectiveness of the camouflage. NOT E Lacquer, being faster drying, is preferred for Jet No. 622 finish for this reason.

Lockheed P-38H-5-LO, 42-66923; P-5IA-I0-NA, 43-6246; and P-47D-23-RA, 42-27798, from the AAF School of Applied Tactics, at Orlando Army Air Base, FI. Note the white ellipse markings of the school aircraft on the nose. The last three digits of the serial number were painted black on the ellipse. The school was under control of the AAF Board, who reported to the Dir. of Mil. Req. in Washington. (USAF via Gerry R. Markgraf)

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Republic P-47D-21-RA, 43-25572, aircraft YJ-N "Smoocher", of the 351st FS, 353rd FG, Eighth Air Force, with heavy wing damage sustained in a belly landing. Nose cowl is in black and yellow checks. Code letters are in white. Invasion stripes underneath only. August 13, 1944. (USAF)

Jet No. 622 lacquer will be applied to the properly prepared surfaces of metal (and wood) by spraying not less than two full coats; Jet No. 622 enamel, one mist coat and one hiding coat. Application of the camouflage material will be controlled so as to produce a finish of uniform hiding and blackness and very high gloss. NOT E In the event that a rough finish is applied in the field, it may be smoothed by rubbing lightly with 320 or 400 waterproof abrasive paper after which a light, but wet, coat of camouflage material should be applied. (4) FABRIC SURFACES. - Fabric doped with dull camouflage finish which has not become brittle, may be converted to jet camouflage by the following procedure: Remove all grease and dirt, then wash with soft soap and water, rinse with clean water, and allow the surfaces to dry. Apply two wet spray coats of thinner, Specification No. AN-IT-T-256, to soften up the old finish, and allow to dry not more than 30 minutes. Apply three spray coats of gloss black pigmented dope, the last of which is cut with an equal portion of clear dope, Specification No. AN-IT-D-514, before thinning to impart added gloss. If fabric is new, dope in accordance with Specification No. 98-24100, using a minimum of two brush and two spray coats of AN-IT-D-514 dope. Follow with one spray coat of sanding guide dope (3 ounce pigment, aluminum per gallon of AN-IT-D-514 dope). Sand (dry) moderately with No. 280 (or finer) sandpaper to minimize weave effects. NOT EL Ground parts when sanding. Finish with three spray coats of gloss black pigmented dope, Specification No. AN-IT-D-554, the last coat of which is cut with an equal portion of (clear), Specification No. AN-IT-D-514 dope, before thinning, to impart added gloss. (5) MAINTENANCE OF JET NO. 622 FINISH. (l!) The effectiveness of night camouflage is reduced by accumulations of mud, dust, oil, gun blast, or exhaust gas residues, and chalking of the paint film, particularly on sides and under surfaces, of aircraft. Excessively widespread scratches, and especially bare metal exposed by scratches, also have a deleterious effect. Therefore, cleaning and maintenance operations on the airplane should be so conducted as to avoid scratching the finish and to minimize exposure of bare metal. Before engaging in night operation, mud, dust, muzzle blast or exhaust gas residues and oil should be removed and all bare metal areas re-touched with Jet No. 622 camouflage material, especially on sides and under surfaces. At least once a week, and oftener, if necessitated by ground or atmospheric conditions, the airplane shall be washed and then polished with aircraft polish, stock No. 7300755000. The use of wax is discouraged because it will interfere, subsequently, with the drying of paint where retouching is necessary and because satisfactory results are obtainable through the use of polish. THE CLOSER THIS TYPE OF CAMOUFLAGE APPROACHES THE APPEARANCE OF A BLACK MIRROR, THE MORE EFFECTIVE IT BECOMES. (6) REJUVENATION. - If, on extended exposure, a surface haze appears on the paint, which cannot be removed with polish, wash with soap and water and rinse with clean water then wipe surface thoroughly with clean cloths wet with naphtha or solvent, Specification No. P-S-661. The cloths should be wet by pouring solvent on them and should not be dipped into the solvent. Spray one light coat of Jet No. 622 camouflage enamel, Specification No. AN-E-3, or lacquer, Specification No. AN-IT-L-51. Clean doped surfaces in the same manner, but apply only glossblack dope, Specification No.AN-IT-D-554, cut with clear dope, Specification No. AN-IT-D-514. C AUT ION DO NOT APPLY LACQUER ON JET 622 ENAMEL, AS IT WILL INJURE ENAMEL FILM. CHECK THF STENCILED MARKING FOR APPLICABLE SPECIFICATION OR TEST WITH LACQUER SOLVENT.

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Northrop P-6IA-10-NO, serial unknown, named "Lucky Lady" on the nose and "Doris" on the right hand engine cowl, seen at strip A·8 on August 15, 1944. (William L. Swisher)

Republic P-47D, of the 375th FS, 361st FG, running up at Langley Field, Virginia, in the USA, prior to the unit embarking for Bottisham, England, in July 1943. This was the last P-47 Group to be assigned to the Eighth Air Force. Note the fancy nose cowl red marking with white trim; these markings were not used in England. Serial number not visible. (USAF via Gerry R. Markgraf)

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Republic P-47D-25-RE, 42-26418, aircraft HV-A, nown by Lt. Col. Francis Gabreski, of the 61st FS, 56th FG, having its guns rearmed. Note the colors of the gun bay: zinc chromate primer and Dark Olive Drab on the wing rib top faces. Aircraft was painted in dark green and ocean gray, courtesy of the RAF, with front half of the cowl and the rudder in red. Full invasion stripes were above and below this aircraft. Col. Gabreski was shot down over Germany in this aircraft on July 20, 1944. (USAF via Gerry R. Markgraf)

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DouglasA.24B·DT, 42·54897, was the third from lastA·24 built. Seen here in Air Transport Command service in the USA on August 21,1944. (Nick Williams)

c. METAL CORROSION PREVENTION. - The exterior of alclad metal fuselages and metal airfoils does not ordinarily require paint as a protection against corrosion. (Refer to T. O. No. 01- 1-2.) However, where it is necessary to provide additional protective finish on any parts not made from aluminum coated aluminum alloy, 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. g. ANTIGLARE. - 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 forward of the leading edge of the wing. ~. WOOD SURFACES. - 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 18 to 20 ounces of pigment, aluminum paste, Specification No. TT-A-468, in each gallon of varnish, Specification No. AN-TT-V-116. f. WOOD - FABRIC. - Exterior wood surfaces (fabric covered) will have a minimum of one brush coat of sealer, Specification No. AN-S-17, and two brush or spray coats of clear tautening dope, Specification No. AN-TT-D-514, prior to attachment of fabric. The fabric may be cemented in place with the second coat of clear dope, or may be laid on the dried second coat with cementing effected by wetting the fabric with thinner or thinned dope. The finish over the fabric shall consist of a minimum of one brushed (first) coat and two sprayed coats of clear tautening dope followed by the necessary spray coats of pigmented dope. g. FABRIC. (1) Exterior fabric parts will have a minimum of two brush and two spray coats of clear nitrate dope, Specification No. AN-TTD-5l4 (aluminized dope vehicle, Specification No, AN-TT-D- 551, is not a suitable substitute, as it does not have the tautening qualities of Specification No. AN-TT-D-514). This will be followed by two or more coats of aluminized dope prepared by adding 8 ounces per gallon pigment, aluminum paste, Specification No. TT-A-468, to dope, cellulose nitrate, clear, Specification No. AN-TT-D-551, before thinning. Patching will be accomplished with clear dope, Specification No. AN-TT-D-614, applied in same manner as semipigmented dope previously used. (2) For emergency rejuvenation of old fabric, add 1 fluid ounce each of tricresyl phosphate and castor oil to 1 gallon of two to one mix of clear dope, Specification No. AN-TT-D-514, and blush retarding thinner, Specification No. AN-TT-T-258. Apply one coat by brush to clean surface, followed by one spray coat. After several hours drying, spray one coat of aluminized dope, prepared as specified in paragraph 2.g.(I).

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North American P-51B-15-NA, 42·106950, aircraft WR·P "Iowa Beaut" of the 354th FS, 355th FG, 65th FW, 2nd Air Div, Eighth Air Force in summer 1944. Note how the invasion stripes have been painted out with smooth finish paint. This may be RAF Smooth Dark Green, rather than Dark Olive Drab, as it is slightly richer in color. Note white nose cowl and yellow tab, denoting the 354th FS. (USAF)

North American P-51D- 5-NA, 44·13357, aircraft B7·R "TIKAIV" of the 374th FS, 361st FG, 65th FW, 2nd Air Div, with underneath invasion stripes only, after October 1944. Note 6 kills under canopy. Aircraft has the unit yellow spinner and nose. (USAF)

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North American P-51B-10-NA, serial unknown, aircraftA9-? "Schubert's Serenade" of the 380tb FS, 363rd FG, photographed at stripA-8 on August 10, 1944. Spinner and nose color were blue. (William L. Swisher)

3. MARKINGS. Only such markings and identifying insignia as outlined herein will be used on AAF aircraft except as specifically authorized by the Commanding General, AAF. ~. PARTS. - 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.) Q. DETAIL. - Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 9824105, will be maintained. In addition, Jet No. 622 finishes (on metal and wood) surfaces will be stenciled in yellow on an ~ surface with the code number of the approved gloss black of the paint manufacturer under the two applicable specifications (Bulletin 102 for lacquer, and 148 for enamel), two dashes, followed by the symbol for the material as "L-51" or "E-3." Example: 6005-L-51. £. RADIO CALL NUMBERS (1) Radio call numbers of not less than four numerals will be maintained on all AAF aircraft except as stated in paragraph 3.£.(3), utilizing both sides or each outboard side, as applicable, of the vertical stabilizer and rudder assembly. These 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 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. Decalcomania may be used where available. (2) On all airplanes operating solely within the continental limits of the United States, the radio call numbers will also be placed, with the top forward, on the lower surfaces of wings, except as stated in paragraph 3.£.(3). The size of the number to be painted on aircraft and the matter of whether the numbers will be painted on the left wing only or both wings will be determined by the local using agency in accordance with the space available and the desired usage. (3) Radio call numbers in neither location are required, however, on primary trainers not equipped with radio and which bear field identifying numbers. g. PROPELLER MARKINGS. - American propeller blades, design Nos. A-2721107 and 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. AO. 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 other stripe 3/8 inch inboard from the first. These stripes will extend completely around the blade section. The stenciled markings between the 18- and 24-inch stations on the cambered side of the propeller blades will be retained. When the exact location of the blade reference station is known, a stripe of yellow paint 1/8 inch wide, 2 inches long and spaced equally distant between the leading and trailing edge of the blade, will be placed on the thrust face at the reference station. C AUT 10 N Unless the exact location of the reference station on the blade is known no attempt will be made to identify this location by the afore-mentioned stripe.

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Martin B.26B.25-MA, 41-31844, aircraft SS-S of the 451st BS, 322nd BG, at strip A-8 on August 10, 1944, with stripes underneath only. Most of the aircraft that landed at these advanced strips in Normandy did so to refuel. (William L. Swisher) ~.

SPECIAL TRAINER MARKINGS. (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.

Cessna UC·78-CE, 43-7778, group "hack" of the 405th FG, Ninth Air Force, seen at strip A-8 in early August 1944. It is in standard camouflage, with invasion stripes on the lower surfaces. Note the P-47 of the same unit in the background. (William L. Swisher)

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Northrop P-61A-I-NO, 42-5507, in Dark Olive Drab and Neutral Gray finish with light gray radome. Note the red radio call number on the rear of the boom. Seen on test over Southern California. (USAF via Gerry R. Markgraf)

f.

(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) Multiengine aircraft nose sections to be painted insignia red from the cockpit forward. Markings and insignia may be made with any of the following materials: (1) Enamel, Specification No. 14109 or No. AN-E-3(3-98). (2) Insignia colors in oil, Specification No. 3-120. (3) Lacquer, Specification No. 14105 or No. AN-TI-L-51 . (4) Dope, Specification No. 14106 or No. AN-TI-D-554.

Stinson L-5-VW, 42.99005, aircraft 9S·J, of the 14th Liaison Squadron, Ninth Air Force, at strip A·8 on August 13, 1944. This aircraft has had the upper portion of the invasion stripes painted over on the fuselage and upper wing surfaces. It also still carries the 1943 medium green blotches on the wing and tail surfaces. (William L. Swisher)

U.S. ARMYAIR FORCES

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INSIGNIA BLUE INSIGNIA BLUE INSIGNIA WHITE

INSIGNIA WHITE

INSIGNIA WHITE

INNER END OF EACH RECTANGLE CONFORMS TO THE CONTOUR OF THE CIRCLE

NEVER LESS THAN 6 INCHES

80% TO 90%

OF AVAILABLE WIDTH TANGENT TO THE AILERON

Tech.Order No. 07-1-1 ( April 25 1944 ) © Victor Archer

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Martin B-26G-l-MA, 43·34118, aircraft U2-N of the 596th BS, 397th BG, Ninth Air Force, seen at strip A·8 on August 10, 1944. This one is still in its original all-natural metal finish. Unit stripe on the fin is yellow with black trim. (William L. Swisher)

4. STANDARD INSIGNIA. ~.GENERAL.

(1) Standard insignia of the design shown in figure 1, will be placed on all Army Air Forces aircraft. It will be applied so that in normal flight attitude of the airplane, the top star point of the insignia points upward on fuselage surfaces and forward on wing surfaces. Decalcomanias may be used when available. Masking paste, Specification No. 14127, may be used in lieu of masking tape if paint is used. (2) The standard insignia retains the five-point white star within the blue circle (as formerly). Standard sizes will have diameters of the basic blue circle in multiples of 5 inches, as 20, 25, 30, 35, etc.

Three Northrop P-61s in the new Jet 622 Gloss Black finish on test in the USA. They have the red walkway stripes applied. All of the aircraft have the small night fighter size national insignia. (USAF via Gerry R. Markgraf)

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U.S. ARMYAIR FORCES

Supermarine Spitfire HFMk.VII, MD111, aircraft NX-Q ofSq.131, RAF. This aircraft had taken part in a sweep over Brest and landed at strip A-8 to refuel. This squadron was moved to India in November in 1944. Aircraft has red and blue roundels and fin flash over PR Blue finish. (William L. Swisher)

(3) The straight line formed on the top edges of the two-star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one half the radius of the circle (Note: this is an error-see T.O. 07-1-1B, dated May 29, 1944 -author). Draw horizontal lines parallel to the first line from the ends of the two vertical lines until they intersect the circle. The area thus created will be painted white. (4) Using a width one-eighth the radius of the circle, place a border of insignia blue around the entire design thus formed. Q. WING INSIGNIA. - The diameter of the basic blue circle will be the standard size which is nearest to, but does not exceed 75 percent of the distance between the leading edge of the wing and the aileron cutout at the point of application. It should not be greater than 60 nor less than 30 inches in diameter. The insignia specified herein will be placed on the top surface of the left wing and on the lower surface of the right wing with the center of the insignia inboard from each wing tip one-third of the distance from the wing tip to the fuselage, and with the blue border tangent to (touching) the aileron cut-out. The insignia may be moved in a minimum distance necessary where space is not available for the minimum size specified. On biplanes, insignia will be applied only to the upper left wing and lower right wing. f. FUSELAGE INSIGNIA. - The diameter of the insignia will be standard size which is nearest to, but not greater than, 75 percent of height of fuselage at the point of application. The diameter of the basic blue circle should be not less than 20 inches, or greater than 50 inches. These will be placed and maintained on each side of the fuselage near midway between the trailing edge of the wing and leading edge of the horizontal stabilizer, but may be moved to the rear (or forward) of the midpoint to avoid turrets or other plastic material. The insignia may extend over doors and emergency exits, but shall not extend over windows or openings which would change the insignia pattern. If the fuselage section, as described herein, is not large enough to accommodate the minimum size specified, the fuselage insignia may be placed on such other parts of the fuselage as will permit its being readily seen from the side. On aircraft assigned toAAFTraining Command, if insufficient space is available for both insignia and Field identifying numerals, the fuselage insignia may be omitted.

Hawker Hurricane Mk.IIc, PG427 aircraft WG-M. Unit unknown as it was flown by an RAF Wing Commander; they were allowed to use their initials instead of the regular unit codes. Seen at strip A-8 on August 18, 1944. (William L. Swisher)

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Martin B-26G-1-MA, 43-34165, aircraft T6-H of the 573rd BS, 391st BG, seen at strip A-8 on August 26, 1944. There have been claims that the natural metal B-26s were repainted in medium green on all upper surfaces when they began to land in France, but no written order has been found for this. It is more likely that they were finished in dark olive drab or RAF dark green, as the stocks of medium green would be very low or exhausted at this time. (William L. Swisher)

5. ORGANIZATIONAL INSIGNIA. 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. Q. 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. ~.

6. DECALCOMANIAS. 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. ,!!.

7. LIGHTER-THAN-AIR.(omitted - no changes)

North American P-51D-15·NA, 44-14868, aircraft C5-T "Hurry Home Honey" of the 364th FS, 347th FG, Eighth Air Force. It is seen escorting a flak.damaged B-17 of the 34st BG. Spinner and nose of the P·51 are marked in red and yellow. Rudder is yellow. (USAF)

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u.s. ARMYAIR FORCES

Northrop P-61A-I0-NO, 42-5569, aircraft "TABITHA", of the 425th NFS. Note the lower invasion stripes only, and black radome. Seen at Scorton, England, in late 1944. (USAF via Gerry R. Markgraf) Minor Revision to T. O. 07-1-1 issued, May 9, 1944. Additional markings were added to training aircraft in T. O. 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 Troop 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."

North American P-51B·15·NA, 42.106839, aircraft B7·Ej p-5m·5-NT, 44-13357, aircraft B7-Rj p-5m·5-NT, 44-13857, aircraft B7-0j and p. 51B-15-NA, 42-106942, aircraft B7-H. All of the 374th FS, 361st FG, 65th FW, of the 2nd Air Division, Eighth Air Force. Note that the invasion stripes have been painted out above the wings and fuselages of the P-51Bs, while the newer P-51Ds have had the stripes painted under wings and fuselage only. Spinner and noses are painted in yellow. The nearest P-5lB has its wing tips and rudder trim tab painted in red and yellow stripes and has the name "Bald Eagle". August, 1944. (USAF)

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Northrop P-6IA-I0-NO, 42-5570, in France, late 1944 (note the heavy clothing), with lower invasion stripes. Note the stars on the red ringed blue nose-wheel cover. (USAF via Gerry R. Markgraf)

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. T. O. 07·1-lAcorrects incorrect insignia data, May 29,1944. About one month after the release of T. O. 07-1-1 on April 25, 1944, a correction had to be made to the basic instructions for the construction of the bars on either side of the insignia. The original issue had stated: The straight line formed on the top edges of the two-star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one half the radius of the circle. (the error has been underlined - author). The correct dimension was, of course, one radius (one-half of the diameter) of the circle.

Lack of dope code markings on fabric-covered parts for B-17 questioned, June- July, 1944. On June 13, 1944, the Office of the Base Inspector, AAF Pilot School (Specialized 4 Engine), Lockbourne Army Air Base, Columbus, OH (phew!), wrote to the CG, Eastern Training Command, stating that they had received 78 ailerons, 50 elevators and 35 rudders installed on B-17 aircraft delivered to them from 21 different stations, including Air Depots and manufacturers. These surfaces did not have any identifying code markings, as required by Spec. 98-24105-0. They requested instructions on how to correct the situation. The Eastern Flying Training Command in turn wrote to the CG., Air Service Command, Patterson Field, Ohio, requesting a decision on how to handle the situation.

218

u.s. ARMYAIR FORCES

The aircraft in this photo belong to the tighter group commanders of the tighter wings of the Eighth Air Force in summer 1944. They are: (I) P·5ID, aircraft MC·R "Gentle Annie" of the 79th FS, 20th FG; (2) P·5ID·IO·NA, 44·14111, aircraft PE·X "Straw Boss" of the 328th FS, 352nd FG; (3) P·47D·20-RE, 42·76541, aircraft LM·S of the 62nd FS, 56th FG; (4) P·5ID·IO·NA, 44·14291, aircraft CL·P"Da Cowie" of the 338th FS, 55th FG; and (5) P·47D·20·RE, 42·76415, aircraft PI·I of360th FS, 356th FG. The last aircraft in the front row is a T·6 and in the second row are a P·47D and a P·38H.

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219

Supennarine Walrus, L2246, aircraft AQ·Z, of the RAF Sq. 276 at strip A-8 in August 1944. This very slow, antique-looking biplane was a very welcome sight to any airmen who had to ditch in the English Channel; it was the main aircraft used to pick up crews in the water. Often, they would be so overloaded that they would have to taxi all the way back to the English coast. (William L. Swisher)

The resulting correspondence became somewhat acrimonious as the original complainant was asked for paper work pertaining to contract numbers, item numbers, packing sheet number, bill lading number, shipping date, quantity and part numbers! They replied that their complaint concerned parts installed on aircraft, not delivered as spare parts. They also raised the problems that arose during periodic inspections if the code markings were not on the parts; these included the difficulty of determining if deterioration of the surfaces was due to age or poorly manufactured paints, dopes or fabrics. If surfaces required refinishing it was difficult to determine if the maximum number of allowable coatings would be exceeded. They recommended that higher authorities take steps to correct the situation. CG., Eastern Flying Training Command wrote to Air Service Comand on July 6, 1944, requesting clarification and that any communications to any of the stations in their command should be addressed to them. On July 29,1944, ASC replied that T. 0.00-25-34 gave the reason for not dating aircraft and parts, and stated that Spec. 98-24105 had not been revised to conform to the T. O. and to Material Command Regulation 151-6. This was because the markings were still applicable to training aircraft already in service within the Continental United States. Therefore, T. O. 07-1-1 required that these detail markings be accomplished by all repair activities. No action could be taken to have new control surfaces or new fabric aircraft dated until non-dating was no longer considered necessary.

DouglasA-20G-35-DO, 43-10195 is aircraft 8U-U oftbe 646th BS, 410th BG.1t carries a large disc on the nose outlined in white with the words "Queen Julia". The aircraft is still marked with the medium green blotching on the vertical tail. Summer 1944. (USAF)

220

U.S. ARMYAIR FORCES

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Stinson L-S 42-14974 of the 41Sth Field Artillery Group HQ, in summer of 1944 in the US. It is unusual in carrying the aircraft radio call number under the right wing, facing forward. Pilot was Capt. Paul T. Talbott, father of one of our photograph suppliers. (paul Talbott)

This shows that conditions in the AAF had changed so much that they did not expect to be operating their aircraft for long lives; it is pertinent to point out that the average life of combat aircraft at that time had been calculated to be only twenty five hours!

Aircraft anti-corrosion protection raised to the JAC, May 15, 1944, as a separate matter to use of camouflage finishes. The Material Command reported that it had been found impractical in production to produce aircraft with their surfaces suitably protected, and at the same time, build aircraft that were to be delivered with unpainted and uncamouflaged surfaces to meet the requirements of the AAF. They pointed out that the B-1?, B-25, and P-51 all had excellent service records, and that none of them had any protective coatings applied to their faying and internal surfaces.

Martin B-26C-I0·MO, of the 319th BG, Twelfth Air Force, Italy, with bright red cowls. (USAF via Gerry R. Markgraf)

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Three Northrop P-61A's over France in summer of 1944. They are: P-61A·5-NO, 42·5536; P·6lA·I0·NO, 42·5573 and P·6lA.I0·NO, 42·5564. The nearest one is still in the dark olive drab and neutral gray finish, while the other two are in the Jet 622 gloss black finish. They are from either the 422nd or 425th NFS. (USAF)

They therefore requested that the JAC reconsider their recommendations and report, dated January 19, 1944, and make it applicable to camouflage only. They believed that the subject of protective finishes could be resolved by agreement between the Army and Navy, through the working committee of the Aeronautical Board. The JAC met on July 18, 1944, and agreed to delete the earlier recommendation, which had read as follows: (2) That protective finishes be not eliminated in connection with any elimination of camouflage, but that surfaces be suitably protected, and that the committee be directed to expedite a spec. to accomplish this.

Martin B-26C-I0-MO, 41-34891, aircraft 19, of the 437th BS, 319th BG, with bright red cowls. (USAF via Gerry R. Markgraf)

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U.S. ARMYAIR FORCES

North American F·6C·NA, 43·12365, aircraft ZM·L "Pull", of the 12th TRS, 10th PG, Ninth Air Force, at strip A-64 St. Dizier, France, on September 22, 1944. Note the camera port beneath the star insignia. (William L. Swisher)

They also recommended that the AAF be required to apply protective coatings to the interior and faying surfaces of aircraft on dissimilar metal contacts such as aluminum alloy with magnesium, unclad aluminum alloy, steel, etc.. The finish of magnesium and steel parts were to continue to meet current specs.. The AAF were requested to make special and immediate check on their contractors to assure that the interior and faying surfaces of magnesium, unclad aluminum alloy and dissimilar metal contacts were properly protected in all cases. The Working Committee of the Aeronautical Board were requested to discontinue any action on the earlier recommendation and the Material Command, AAF, make a study regarding the use of protective coatings on helicopters.

Deletion of camouflage from Douglas A-20H and K aircraft canceled, July 7, 1944. Douglas Aircraft was informed by Material Command on July 7, 1944, that the deletion of camouflage from the A-20H and A·20K aircraft was canceled.

Requirements for troop carriers, transports, and war-weary and surplus aircraft added by T. O. 07-1.1B, August 5,1944. Another change to T. O. 07·1·1 was made, dated August 5,1944. This added troop carriers and transport aircraft to those that required camouflage on exterior surfaces. The war situation was reflected in the addition of two new categories of aircraft to section "3. Markings" of the T. 0 .. This new section read as follows:

North American F·6C-NT, 42-103368, aircraft 5M-G of the 15th TRS, 10th PG, Ninth Air Force, at stripA-64 on September 22, 1944. Note that this aircraft has its camera port behind the cockpit and it is in natural metal finish. These aircraft were also armed and this one shows five kills. (William L. Swisher)

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Douglas C·S3D·DO, 42·68718, aircraft ES-Lofthe 62nd TCS, 413th TCG, Ninth Air Force, at stripA-64 in September 1944. Note the shine from the decal of the star insignia and the misplaced left bar to the star. (William L. Swisher)

g. WAR-WEARY AND SURPLUS AIRCRAFf. - Two-inch letters will be stenciled directly beneath the type, model, and series designation on the fuselage of aircraft (same color as present markings) in the following categories. This stenciling will be applied by activities at which the affected aircraft are now stationed, and will also include affected aircraft received in the future without these markings: (1) The letter "W" will be stenciled on all war-weary aircraft which have not undergone a complete DIR. The term "WARWEARY" applies to any aircraft returned permanently from service in an overseas theater. (2) The letter "Q" will be stenciled on all war-weary aircraft that are processed through a depot for DIR. This symbol will replace the "W", which will no longer appear on the aircraft. (3) The letter "s" will be stenciled on all aircraft which have been declared by Headquarters, Army Air Forces excess to the military requirements or surplus to the W.D. or both. (Reference paragraph 9.a. AAF Regulation 65-86). Under no circumstances will the letter "s" be used to indicate or be interpreted to mean "storage." In cases where the symbol "w" or "Q" is required to be placed on the aircraft, the "s" will be stenciled directly after that symbol. Example: "WS" -"QS." It should be noted that this order was not strictly adhered to, in that in every photograph of a war-weary aircraft that the author has seen, the letters "ww" were stenciled rather than the required "W".

Martin B·26F-l-MA, 42-96322, aircraft 07, with the unit yellow band under tail, of the 441st BS, 320th BG, Twelfth Air Force, Italy, 1944. (USAF via Gerry R. MarkgraO

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U.S. ARMYAIR FORCES

Douglas A-20J-15-DO, 43-21735, of the 155th Night Photo Sq., 10th PG, of XIX Tactical Air Command, Ninth Air Force. Named "Starize", it has standard dark olive drab and neutral gray camouflage. Note that all of the invasion stripes have been painted out. Seen at strip A-64 on September 22, 1944. (William L. Swisher)

T. O. 07·1·1 revised to include additional information, August 25,1944. A completely new version of T. O. 0-7-1-1 was issued on August 25, 1944, stating that it was revised to include additional information. However, close examination shows that there was really very little new information, most of the changes being present in the earlier T. O. 07-1-1A and T. O. 07-1-1B supplements. The statement re "troop carriers, transports" needing camouflage was changed to read "troop carrier transports." In section, "3. MARKINGS," under f. RADIO CALL NUMBERS, para (2), for aircraft operating solely within the continental limits of the United States, a final sentence was added: "However, the suggested method is to apply 16 x 24 numerals on the lower left wing." In the same section, the following new paragraph, covering PT type aircraft markings was added: s;.. SPECIAL TRAINER MARKINGS (4) PT type aircraft in use at installations under the jurisdiction of the CG, AAFTC may, for purposes of increased visibility, have the following markings, applied locally. These will be of corresponding materials applied over the aluminized finish. (!!) A 30-inch band of international orange completely around the fuselage, near midway between the trailing edge of the wing and the leading edge of horizontal stabilizer. (h) International orange on each wing tip, covering the area from the leading to the trailing edges, top and bottom, and extending inboard a distance of 24 inches. On biplanes, this color will be applied to the top and bottom of the tips of both the upper and lower wings.

Lockheed F-5A-3-LO, 42-12786, aircraft S9 ofthe 34th PRS, 10th PG, carried the name "Dicer" and two dice on the nose. Seen at stripA-64 on September 22, 1944. Dull natural metal finish. (William L. Swisher)

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o

Stearman PT-17, painted to

1.0. 07-1-1, August 25, 1944.

It is important to note here that AAFfCs request on March 25,1944, to revert to its earlier blue and yellow paint scheme for its PT type aircraft, was not carried out. Although it had been approved by HQ AAF on May 6, 1944, these new instructions now directed AAFfC to paint international orange bands on the wings and fuselage instead. Although no reason for the reversal of the earlier approval by HQ AAF was given, it seems likely that the decreasing need for new pilots at this state of the war was reducing the need for anti-collision paint schemes. The tremendous numbers of pilots trained by the AAFfC can be seen by the 35,000 day fighter pilots that passed through the schools between December 1942 and August 1945.

Lockheed F-SE-2-LO, 43-28623, aircraft S9 of the 34th PRS, 10 PG, carried the name "Dodo". Also in natural metal finish, has a large camera port in the left side of the nose. Seen at strip A-64 on September 22, 1944. (William L Swisher)

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u.s. ARMYAIR FORCES

Douglas RA-24B-IO-DT, 42-54560, in French Air Force service (the initial letter "R" denotes that it is obsolete for service in the AAF). It has standard AAF camounage and has the underneath invasion stripes, but has French roundels of red, white and blue (reading into the center), and rudder stripes. Seen at strip A-64 on September 24, 1944. (William L. Swisher)

Visibility of Jet No. 622 paint in day operations clarified, September 1944. In a letter dated September 11, 1944, the Production Engineering Section (WF) informed the Bombardment Requirements Division (Washington, DC), that there was little difference in the visibility of Jet No. 622 camouflage in daylight from that of an unpainted, baremetal aircraft. Aircraft seen from the ground were usually darker than the sky, an indication that the gloss black finish would make little difference in daytime.

Martin B-26, 42-97783(?), aircraft 23, Yellow, Red propeller bosses. "Thumper II", of the 441st BS, 320th BG, Twelth Air Force. (USAF via Gerry R. Markgraf)

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Consolidated B.24H.21.FO, 42·94918, aircraft "0" of 493rd BG, 3rd Air Division, seen at strip A-IO, Carentan, Normandy, on September 26, 1944. In standard dark olive drab and neutral gray finish, the group colors on the outer face of the vertical tails are bottom one-third red, remainder white. This was the last Eighth Air Force BG to become operational, on June 6, 1944. It was converted to B-17 aircraft starting in August, 1944, so its use of the B-24 lasted barely three months. (William L. Swisher)

The Jet No. 622 paint added about 150 Ibs to the weight of a B-29, but they felt that this would be counteracted by the increased smoothness of the finish. (B-29s used the gloss black finish while serving with the new Twentieth Air Force in the Pacific - author). Douglas service document details requirements for Removal of Camouflage and Enamel Finishes, October 1944. The following document was issued by Douglas in a service bulletin and details what a job it was to remove camouflage finishes from previously painted aircraft. After reading the details, it is obvious why it was not done very often.

Curtiss P-40N-30-CU, 44-7318, seen in late 1944, still in production! (Nick Williams)

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U.S. ARMYAIR FORCES

Curtiss C·46A·25-CU, 41·24698, lands at a 14th Air Force field in China late in 1944. In the foreground is Curtiss P·40K·5·CU, serial unknown, aircraft "255" of the Flying Tigers unit. Stripes on the rear fuselage denote a squadron commander. (USAF)

Stripping. Removal of Camouflage and Enamel Finishes. Removal of camouflage finishes and zinc chromate primers from metal surfaces is a headache regardless of the process used. The following, however, has the advantage of being less injurious to the metal surfaces and of minimizing work for ground crews. Materials 1. Turco paint remover (L-713C): This remover is toxic and contains ingredients which are harmful to the eyes and skin. Workmen must be protected from contact with the stripper by wearing caps, goggles, gloves, aprons, and other clothes which will give complete protection. 2. DuPont acetate dope (5306) or acetate butyrate dope (AN-D-1) . 3. Cellulose nitrate dope and lacquer thinner (AN-TT-T-256) . 4. Ethyl acetate (AN-O-E-758). 5. Kraft wrapping paper (40 pound): The resistance of this paper to the remover may be considerably increased by impregnating it with acetate dope. Run the paper through a container filled with acetate dope (5306) having a viscosity of 45 to 50 seconds (measured by a No.3 Zahn cup, while the dope is at a temperature of 25°C). Remove all excess dope with a rubber scraper and allow the paper to dry at least 1/2 hour before rolling it up and storing it for use. 6. Scotch masking tape (1- and 2-inch). 7. Waterproof cloth (AAF16094, Type 2, Class A).

Republic P-47D·23-RA, 43·25753 (the last aircraft of block 23), of the 91st FS, 81st FG, 14th Air Force in China, late 1944. The squadron marking is the black diagonal stripe across the tail(USAF)

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A Stinson L-5-VW, 42-98852, is seen over Burma's very inhospitable terrain. It is still finished with the 1943 medium green blotches, though this is now late 1944. (USAF)

Preparation for Stripping If possible, stripping should be done in the open air but not in direct sunlight. To be satisfactory, inside locations must be well ventilated. Personnel should be kept out of the airplane during stripping and the subsequent clean-up procedure. Aircraft should not be stripped on asphalt floors or runways as the paint remover will attack asphaltic base materials. In order to allow workmen to apply the remover over large areas, arrange ladders and platforms to permit easy access to the surfaces which are to be stripped. Rubber-surfaced equipment should not be used because contact with the paint remover will make it very slippery. Mask off or remove all exposed parts consisting wholly or partly of plastic, rubber, fabric or other non-metallic materials, and all painted areas not to be stripped. For masking, use waterproof cloth or a double thickness of Kraft 40-pound paper and masking tape. Because the parts to be removed or masked off differ from one model to another, the following list will serve only as a general guide. 1. De-icer boots and attaching fairing strips. Overlap the camouflage finish approximately 11/2 inches from the trailing edge of the fairing strip. 2. Windows, windshields, navigator's dome, and the weather sealing used around these parts. 3. Fabric-covered control surfaces: These surfaces should be removed unless they can be masked off completely and adequately. If removed, place them a safe distance from the airplane to avoid possible splashing or excessive exposure to fumes from the remover. 4. Landing gear and tires: In addition to masking off the landing gear and tires, the airplane must be jacked up and placed on blocks at least one inch thick to avoid possible contact with the remover. 5. Air scoop, oil cooler, and other openings and vents: Mask off all openings through which the remover can gain access to the interior surfaces of the airplane. 6. Demountable power plant assemblies: The antidrag rings and cowl flaps should be removed and the complete power plant assembly covered with waterproof cloth. 7. Propellers, hubs, and domes. 8. All open seams, such as those around the pilot's door, escape hatches, cargo compartment doors, and fuel tank access doors.

u.s. ARMYAIR FORCES

230

Consolidated B-24J-35-CO, 42-73318 and B-24J-25-CO, 42-73253, of the 425'h BS, 308'h BG, on their way to bomb targets in Sinshih, China. Standard camouflage, with yellow stripes on the O.D. rudders. They are being escorted by Curtiss P-40s of the 14th Air Force, China. (USAF)

9. All weather-sealed joints between the nose section and the fuselage, between various sections of the fuselage, and between the fuselage and the tail cone. lO. All miscellaneous rubber, neoprene, Plexiglas, and other non metallic parts, and all painted areas not to be stripped which may be contacted by the paint remover.

Stripping Procedure 1. Thoroughly agitate the remover. Using a round bristle brush 6 to 8 inches in diameter with a 6-foot handle, apply a generous coating of the remover to areas being stripped. The remover should not be applied to surfaces which have water on them as water will stop the solvent action. It is best to strip the aircraft in sections, cleaning each section completely before going on to the next. The following order is recommended: a. Tail section and fuselage aft of the trailing edge of the wing, including the empennage and tail cone.

.,

440952

Consolidated B-24J-180-CO, 44-40852, waiting for the next mission at Kunming, China, on September 6, 1944. All aircraft are in natural finish except for one lone B-24E, with blue paint over the original red outline insignia. (USAF)

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Supermarine Spitfire Mk. IXc, aircraft EP-A, serial unknown. Seen at strip A-64, St. Dizier, France, on October 2, 1944. This aircraft was the personal property of Lt. Col. E.P. Allen, asst. A-3 of XIX Tactical Air Command, Ninth Air Force. It was rumored at the strip that the Col. had traded a P·47 to the RAF for the Spitfire. (William L. Swisher)

b. Upper surfaces of the fuselage in the area of the wing and the complete fuselage and nose section forward of the leading edge of the wings. c. Individual wings, upper and lower surfaces" including the nacelles. d. Remaining lower surfaces of the fuselage and miscellaneous removed parts such as the anti-drag rings. 2. After the first coat of remover has remained on the surface from 15 minutes to 1 hour, apply a second coat. In applying the stripper and in washing it off with water, use care to prevent excessive contact of the stripper with the masking material which is effective only as a protection against splashing and contact with small quantities of stripper. The stripper should not remain on the masking paper longer than 30 minutes without being washed off with water.

Consolidated B·24J-I-FO, 42-50613, named "Holy Joe", was aircraft "A" of the 34th BG, 93rd CBW, 3rd Air Div. In natural metal, the front outer portion of its vertical tails were red. This is another of the 93rd CBW groups that converted to B-17s in August 1944 (it is obvious from the date of these photographs that the B-24s saw action longer in these groups than the official history states.) Seen at strip A-64 on October 2, 1944. (William L. Swisher)

232

U.S. ARMYAIR FORCES

Supermarine Spitfire PH Mk. XIX, RM635, aircraft Y of RAF 541 Sq., from Benson, England. It is seen at strip A-64 on October 2, 1944, still carrying the complete invasion stripes around the fuselage. This, despite the order removing them in July. Aircraft is finished in PRU Blue. (William L. Swisher)

3. After the second coat of remover has remained on the surface from 15 to 30 minutes, scrub the wet surface thoroughly ( using the same round bristle brush) to loosen the finish that may not be entirely free of the metal. If the finish will not loosen, apply another coat of remover, allow to stand, and scrub again. The resistance to the remover of primed and camouflaged surfaces differs according to the initial finishing material used and the service the painted surface has had. The number of applications of remover and the scrubbing necessary to loosen the finish may best be determined by trial. 4. When the finish has thoroughly loosened, remove the finish beginning on the top surfaces, using a bristle brush push broom and water spray. A satisfactory water spray may be obtained by using a garden hose with the nozzle adjusted to a fine spray. The spray should give a generous amount of water at low or medium pressure and should be directed into the push broom which

Consolidated B-24J-CO, serial unknown, aircraft V2-B+ of the 855th BS, 491st BG, 14th CBW, ofthe 2nd Air Div. Seen at stripA-64 on October 3, 1944. It is in natural metal finish. The vertical tail markings are incorrect for the unit; they should be a black stripe sloping forward. Those on the aircraft appear to have a white horizontal stripe on black background (that would be in markings for the 445th BG of the 2nd CBW; the left hand fin appears to have suffered some damage, so possibly this is a quick-fix). (William L. Swisher)

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233

Piper L-4H-PI, 43-30245, aircraft 28-Z named "Judy", of an unknown unit seen at A-64 on October 7, 1944. Note the narrow width invasion stripes carried by all field liaison aircraft at Gen. Bradley's request. (William L. Swisher)

should be about 18 or 20 inches wide. Do not apply water to the remover until loosening is complete, since water stops the solvent action of the remover. When the surface has been thoroughly scrubbed, increase the pressure and volume of the water and thoroughly rinse the surface.

Final Clean-up I. Remove the masking material and clean the areas underneath by carefully applying remover with a paint brush. After the finish has softened, remove the major portion with Plexiglas, fiber, or hard rubber scrapers. 2. Prepare a mixture of approximately 3 parts of water with 1 part of ethyl acetate or 1 part of dope and lacquer thinner. Wash the entire stripped surface with soft, clean rags dipped in the mixture. Follow immediately by wiping dry with clean cloths. Best

Douglas A-20B-DL, 41·3380, of the 369th BS, 306th BG, 40th CBW, 1st Air Div, Eighth Air Force. Seen at strip A-64 on October 8, 1944, this is a B-17 squadron "hack" that has had its camouflage stripped. Note the new "WW" letters above this serial number, denoting a war-weary aircraft. (William L. Swisher)

234

u.s. ARMYAIR FORCES

North American P-51D-5-NA, 44-13396, aircraft GQ-G "One Long Hop", of the 355th FS, 354th FG, seen at strip A-64 on October 8, 1944. Note how the invasion stripes have been painted out with olive drab both above and below. The spinner is blue and checks on the nose are white and yellow. (William L. Swisher)

Martin B-26G·5·MA, 43-34258, in natural metal finish, is yellow 06 of the 441st BS, 320th BG, Italy. The lead aircraft is in Dark Olive Drab and Neutral Gray. All aircraft have red cowls and propeller bosses, Second natural metal aircraft is yellow 04 and the other is yellow 20. All are in the 441st BS. (USAF via Gerry R. Markgraf)

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235

Bristol Beaufighter Mk.VI-F, V8884, aircraft no.84 of the 415 Night Fighter Sq. seen at strip Y-99, Dijon, Long-Vic, France, on October 26, 1944. This unit was assigned to XII TAC, which had been used in operation DRAGOON on August IS, 1944. The unit had become part of the Ninth Air Force after the two forces had joined in France on September IS, 1944. (William L. Swisher)

results are obtained when the final wiping operation is accomplished while the surface is wet with the mixture of water and thinner. 3. Blowout all seams on the wing, empennage, and fuselage. Clean out any stripper which may have run down inside the fuselage. Check the inside of the fuselage to be sure that none of the fluid has run through the seams onto vital parts. 4. Wipe up any miscellaneous deposits of remover on unpainted areas with rags dipped in the water-thinner mixture. Douglas details corrosion on natural metal C-54Bs, October 1944. In the same October copy of the service bulletin, Douglas detailed how to prevent corrosion of the wing and nacelle skins due to exhaust gases. This had been found prevalent due to these aircraft being delivered in natural metal finish, rather than camouflage finish. (This became a problem on most post war piston-engined commercial transports and resulted in extensive painting of the affected areas author). Skin Treatment CORROSION OF WING AND NACELLE SKIN DUE TO EXHAUST GASES Excessive corrosion of wing and nacelle skin surfaces due to exhaust gases has been found on C-54 series airplanes delivered with natural rather than camouflage finish. To eliminate this corrosion, the following procedure is recommended: 1. Remove oil and dirt from areas affected by wiping with rags saturated with wash thinner or suitable solvent. Wipe the surfaces with dry rags before allowing the thinner or solvent to evaporate completely.

Republic P-47D-28-RE, 44-19898, aircraft G9-S of the 509th FS, 405th FG, nose cowl was in red and the band across the vertical tail is black. It still has the invasion stripes under the fuselage only. The significance of the black "0" is not known. (William L. Swisher)

236

U.S. ARMYAIR FORCES

North American P·SID-S·NA, 44·13483, aircraft no.l, "Little Stud" of 32Sth FG, 15th Air Force in Italy late 1944. Natural metal with red spinner and nose band, black and yellow checks on the tail. (Robert L. Baseler)

2. Prepare the affected area for painting by using either of two methods, depending upon the severity of the corrosion: a. If the corrosion is light or moderate, polish with Bon Ami in the normal manner. Other abrasives may be used, but care should be taken to see that they are not too severe. b. If the corrosion is severe, smooth the surface of the metal by means of an abrasive cloth or sandpaper (no. 280 to 400 grit). Apply a hydrofluoric acid-gum tragacanth solution (see NOTE) with a paint brush and continue brushing to aid the etching action. When the surface and pitted areas appear clean, remove the gum-acid solution with damp rags, flush thoroughly with water, and wipe dry. CAUTION: Goggles, rubber aprons, and rubber gloves should be used when the gumacid solution is applied. Short-time con tact with the acid is not harmful if the acid is rinsed off immediately with plenty of water. The acid should not come in contact with areas or parts, particularly plated steel, other than specified. The landing gear should be covered with paper during this cleaning.

Another view of Col. Robert L. Baseler's P-Sl, showing more clearly the checks on the vertical tail. (Robert L. Baseler)

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237

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

After the surfaces are thoroughly cleaned, apply one spray coat of zine chromate primer (Spec. AN-TI-P-656) to affected areas and allow to dry. Apply two spray coats of aluminized lacquer over the primer surfaces. NOTE: To prepare the aluminized lacquer, add 2 parts of lacquer thinner (Spec. AN-TI-T256) to 3 parts of Du Pont No. 1234 clear lacquer. Add 6 ounces of aluminum paste (Spec. AN-TI-A-461) for each gallon of thinned lacquer. The procedure should be repeated when subsequent cleaning of the surface removes the aluminized lacquer to the extent that the zinc chromate primer is exposed.

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

238

U.S. ARMYAIR FORCES

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

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

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

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239

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

Douglas C-47A-40-DC, 42-24051, aircraft CN-N of the 73rd TCS, 434th TCG, leads others from that unit and the 74th TCS, 434th TCG, Ninth Air Force. They are on their way to drop supplies to the beleaguered troops in Bastogne, Belgium, December 23,1944. Note the external supplies 00 rack under the fuselage and wings of the aircraft. Invasion stripes remain only under the fuselage. The lead aircraft still carries the factory applied medium green blotches and clearly shows the repainted blue outline to the 1943 insignia. (USAF)

240

U.S. ARMYAIR FORCES

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

Boeing B-17F-40-DL, 42-3236, aircraft PY-3236 of a training group, starting up. Note its two-color top camounage. Behind it are five more B17s, one P-51A, one Curtiss P-40, three P-47s, one B·25, one B·24 and one A·34. Location unknown, but is a major base with acres of concrete ramp and runways.

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241

North American P-5ID.I0·NA, 44-14495, aircraft SX-I "Dallas Doll", of the 352nd FS, 353rd FG, Eighth Air Force, is seen waiting for its next mission on a typical wet December day in 1944. The spinner and nose band are in black and yellow, and there is a black band across the vertical tail. The under-fuselage invasion stripes were ordered to be removed at the end of 1944. (USAF)

Camouflage deleted from P·47s allocated to the British and French Air Forces, November 1, 1944. On October 20, 1944, the JAC approved the deletion of camouflage from all P-47 aircraft allocated to the French Government, and on November 1, 1944, they did the same for P-47s allocated to the British Government. The Chief of Administration (WF) requested that they be informed of the serial numbers of the first non-camouflaged aircraft delivered to those countries. Eleventh Air Force given data on comparative effectiveness of current camouflage schemes, November 6, 1944. The Production Engineering Division (WF) informed the CG, 11th AF Systems Command, on November 6, 1944, that standard olive drab camouflage, unpainted aircraft, and Jet black no. 622 finished aircraft, respectively, were most effective for daytime flight camouflage. White, rather than gray, was better against a cloudy sky, but gray was effective against a clear sky. They further stated that unpainted and olive drab finished aircraft were equally invisible against a heavy haze background, but that the olive drab finish gave better concealment for ground camouflage.

***

242

u.s. ARMYAIR FORCES

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

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

5 1945-1947 The War is Won and the AAF Returns to Peace 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 VB-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 TwentiethAir 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 B32s, 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, theArrny 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.

243

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244 Spec.No. T.O.07-1-1 Markings, Insignia, &

Jan. Feb.

Mar. Apr.

May June

i

Ju1. Aug.

Sep. Oct.

Nov. Dec.

Nei Issue

Supplement

Supplement

I

J

Camoufla~e

Bulletin 48 Colors for Temporary Camouflage Finishes 24105 Markings for Airplanes 24113 Color for Army Air Forces Airplanes 24114 Camouflage Finishes for Aircraft ANA 157 Aircraft Camouflage Color Standards ANA 166 Aircraft Color Standards (GloSSY) AN-I-9 Insignia: National Star AN-I-J8 Insignia & Markings for Rescue Aircraft

i

I

i

Issued October

i7

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-I-IA. 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.

CHAPTER 5: 1945-1947-The War is Won and theAAF Returns to Peace Spec.No.

Jan. -Apr.

May -Aug.

Sep. -Dec.

Jan.- Apr.

May - Aug.

Sep.- Dec.

1946

1946

1946

1947

1947

1947

T.O.07-1-1 Markings, Insignia, &

245

NeiIssue

Camoufla~e

Bulletin 48 Colors for Temporary Camouflage Finishes 24105 Markings for Airplanes 24113 Color for Army Air Forces Airplanes 24114 Camouflage Finishes for Aircraft ANA 157 Aircraft Camouflage Color Standards ANA 166 Aircraft Color Standards (Glossy) AN-I-9 Insignia: National Star AN-I-38 Insignia & Markings for Rescue Aircraft

USAF formed

I

b

I

i i

I

i a

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. 07-1-1A. 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.

Supplement T. O. 07-1-1A issued on January 22,1945. This supplement to T. O. 07-1-1 revised the markings for PT type aircraft again. Instead of bands of international orange on their fuselage and wings, PT trainers were now to have the upper surface of upper wings and lower surfaces of lower wings of biplane type airplanes, and upper and lower surfaces of monoplanes painted with orange-yellow or identification yellow, gloss or camouflage paint. The same paints were also to be applied to all surfaces of the empennage. Two coats of dope were required to hide the aluminized dope, but more than two coats would have a deteriorating effect on the finished fabric. For this reason, only touch-up was to be accomplished after the original application of the two coats. This new requirement considerably changed the appearance of PT type trainers, moving them closer to the original blue and yellow scheme, as requested by AAFTC in March, 1944.

246

U.S. ARMYAIR FORCES

Douglas A-26B-I-DL, 41-39101, (the second A-26B built), aircraft AN-F, of the 553BS, 386BG, Ninth Air Force, England, in early 1945. Finish natural metal, with yellow group band across tail, trimmed in Black. Note the red propeller warning stripe. (USAF via Gerry R. Markgraf)

Fairchild UC-61, no serial number visible, with a two-star general's markings on the fin, on a very snowy day in January 1945, at stripA-64, St. Dizier, France. It is finished in the usual dark olive drab and neutral gray finish, without any invasion stripes. (William L. Swisher)

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247

o

Stearman PT-17, painted to 1.0. 07-1-1A, January 22,1945.

Boeing B-17G-65-DL, 44-6790, of the 2nd BG, 5th BW, Fifteenth Air Force. Note the black rudder, elevators, and bands across the wing outboard of the engine. Early 1945. (March AFB Museum)

248

u.s. ARMYAIR FORCES

More than sixteen B·17G's of the 2nd BG, 5th BW, Fifteenth Air Force, on their way to bomb Germany in early 1945. Unit markings consist of black rudders, elevators and bands across the outer wing. One aircraft has the whole left outer wing painted in black. (March AFB Museum)

New requirements were added for aircraft regularly assigned to tow target service. These aircraft could have orange-yellow or identification paint materials of applicable type applied locally over the bare metal or previously applied paint materials. This paint was to be applied only to rudder, cowling, and upper and lower wing tips for identification and visibility purposes. Fighter aircraft used in Flexible Gunnery Training, to make camera gun attacks on bombers, could now be painted in suitable contrasting colors, where required. This was to make them readily seen when filmed against a cloud or terrain background (P-63 aircraft were primarily used for this purpose and were usually painted bright red - author). A change was made to the instructions for painting the War-Weary and Surplus aircraft letters on the fuselage of aircraft; these two-inch letters were now to pe painted in insignia paint materials (previously no color had been specified for these letters.)

Conservation ofAlkyd Resin Paint Materials ordered, February 1945. Anew technical order, T. O. 07-1-13, was issued on February 1,1945. It stated that due to the strategic nature of the following alkyd resin paint materials, their use was to be kept to a minimum and restricted to aircraft, and aircraft accessories and parts. The list which followed included the aircraft camouflage enamels, gloss enamels, heat resisting enamels, zinc chromate primers, glyceryl phthalate varnishes, and all aircraft lacquers. These materials were required for use on aircraft and aircraft parts and were not to be used on equipment, vehicles and buildings. Large stocks of these materials were not to be accumulated at any supply or maintenance activity. Lacquer could be applied over old lacquer with no zinc chromate primer as long as the surfaces were properly cleaned.

Spec. 98·24113·B revised to add new requirements for the interior finish of all aircraft, April 1945. Amendment No.2 to spec. 98-24113-B was issued on April 6, 1945, and added three new paragraphs containing new requirements for the interior finishes of all AAF aircraft. They read as follows (paraphrased to shorten the official verbiage): E-1a. All interior parts of airplanes, which by reflection may be seen in the glass of windshields, cockpit enclosures, turrets, armor glass, etc., shall have one coat of zinc chromate primer, and are then to have two coats of camouflage lacquer or one coat of camouflage enamel. The color is to be black, shade no. 604 of Bulletin No. 157. E-1b. All interior portions of cockpits, enclosure decks, turrets, engineers', bombardiers' ,and navigators' stations, etc., of airplanes (which are visible to crew members in flight, and are subject to direct rays of the sun) shall have one coat of zinc chromate primer, followed by two coats of camouflage lacquer or one coat of camouflage enamel. The color shall be medium green, shade no. 612 of Bulletin No. 157

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249

North American P-51B-5-NA, 44-13693, aircraft FT-I "Angels Playmate" of the 353rd FS, 354th FG, Ninth Air Force, at strip A-98, Rosieresen-Haye, France in February 1945. This was the aircraft of Lt. Bruce W. Carr, leading Ninth Air Force Ace with 14 victories. Spinner and nose band were yellow. (William L. Swisher)

North American P-51A-10- A, 43-6173, believed to belong to the 160th TRS, 363rd TRG, Ninth Air Force. Seen at strip A-89, Le Culot, Belgium, in February 1945. (William L. Swisher)

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Very rare photograph ofa MartinAT-23B-MO, 41·35768, complete with camouDage and somewhat modified invasion stripes on fuselage. Seen in February 1945, at strip Y-32, Ophaven, Belgium, it was a gunnery training/tow target version of the B-26C·MO. 375 were built, of which 225 went to the Navy as JM-ls. (William L. Swisher)

E-lc. The requirements in the above paragraphs for supplemental finishes on the interior of airplanes do not apply to electrical cables or other equipment whose operational functionality or reliability may be affected by overpainting.

Aircraft for Far East Air Force to continue use of camouflage on its A·20, A·26, and 8·25 aircraft, March 1945. TI-2094, Add. No.2, dated March 3,1945, initiated action for the application of standard camouflage (olive drab and light gray) to all A20, A-26, and B-25 aircraft destined for use by the Far East Air Force, at the request of their eG. This required a waiver from Mil. Req. Policy No. 15, dated November 19, 1943. (Note - these aircraft would be finished in Olive Drab ANA No. 613 and Sea Gray ANA No. 603, not the earlier Dark Olive Drab No. 41 and Neutral Gray No. 43.)

Another rare type, this is a Noorduyn AT·16·ND, 43·12888, seen at strip Y·32, Ophaven, Belgium, in February 1945. This was a version of the North American AT-6A, built in Canada, 1,800 being intended for Lease-Lend to Britain. Note the invasion stripes still under the fuselage; Swisher has stated that he saw many aircraft still carrying full invasion stripes, or traces of them, until the end of the war. (William L. Swisher)

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Convair XP-81, 44-9100, was the first prototype of a new kind ofjet fighter. It had a GE 2,300 shp turboprop in the nose to provide endurance and a GE 3,750 Ib thrust jet engine in the tail for speed. It made its first night on February 11, 1945, but was not successful. (Convair)

Unsatisfactory finish on P-61's discussed by Material Laboratory (WF), March, 1945. A conference was held at Mat. Lab. (WF), between February 23 and 27, 1945, to discuss the unsatisfactory condition of the Jet No. 622 finish on P-61 aircraft being :eceived at overseas bases. It was decided that the problem was probably due to non-conformance to requirements and the use of unapproved enamel. Tests had shown that the enamel finish was definitely improved by use over a zinc chromate primer. Mat. Lab. recommended that the Procurement Section (WF) should provide Northrop Aircraft with the latest list of approved specs. and that Northrop be requested to use a coat of zinc chromate primer before applying two coats of Jet No. 622 Lacquer to the P-61. They also recommended that the materials being used by Northrop be checked for conformance to spec. requirements.

North American P-51D-20-NA, 44-72747, aircraft 6N-C "Pauline" of the 505th FS, 339th FG, Eighth Air Force. Seen at strip Y-32, Ophoven, Belgium on March 22, 1945. Spinner and nose were in red and white, while the rudder was yellow. (William L. Swisher)

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Douglas A-26B-35-DL, 41-39456, aircraft E3-K of the 732nd BS, 453rd BG, Ninth Air Force. The A-26 had a very protracted development and did not start replacing the A·20s until late 1944, despite the 1941 serial number. (March AFB Museum)

Large number ofAAF aircraft seen on Iwo Jima on March 6,1945, includes twenty P-Sls, four P-61s of the 548th NFS, two C-47s and one C-46, plus one Navy TBF, Mount Suribachi is prominent in the background. The P-61s are in gloss black, the P-51s are in natural metal and the transports camouflaged. (USAF)

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Curtiss C·46D.I0·CU, 44·77658, aircraft N3-D of the 313rd TCG, Ninth Air Force. It was seen at strip Y-32, Ophoven, Belgium, on Man:h 24, 1945. It had just made an emergency landing after being hit by two 88mm shells while dropping USArmy paratroopers over the Rhine at Wesel, Germany, during Operation VARSITY. (William L. Swisher)

The Spoils of War

A few days after the end of the war in Europe on May 8, 1944, Capt. William L. Swisher made a quick tour of many ex-Luftwaffe bases. His photographs are an excellent record of the "spoils of war". This is an Arado Ar 96B, 4658, aircraft CD+XF. It had the no. H4 under the cockpit and E·III on the rudder, significance not known. It has the white US star painted over the Luftwaffe cross and was being used as a squadron "hack". Location unknown, seen on May 15, 1945. (William L. Swisher)

Siebel Fh 104A with the US blue outlined insignia. Location not recorded, seen in May 1945. It was also being used as a squadron "hack". (William L. Swisher)

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Gotha Go 150, FG-1163, registered D-E??D, seen at field R·30, Furth, Germany, on May 8, 1945. It has had the US star and bar insignia painted over the last three letters of the registration. The swastika on the tail band has been over-painted. (William L. Swisher)

Messerschmitt Me 109G·6, unit no.9 seen at field R-80, Salzburg, Austria, in May 1945. (William L. Swisher)

Focke-WulfFw 190A-8, 580351, coded 1+5, seen at field R-68, Straubing, Germany, on May 11, 1945.1t is in immaculate condition. (William L. Swisher)

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Focke-Wulf Fw 190D-9, 500570, aircraft 12+bar, believed to be ofIII/JG54, seen at field R-30, Furth, Germany, on May 8, 1945. Behind is a Lockheed F-5C, of the 31st PRS, 10th TRG. (William L. Swisher)

Messerschmitt Bf 110G-4d/R3, aircraft G9+DC of NJG-1 in May 1945, Location unknown. Note the Heinkel He 111 behind. (William L. Swisher)

Messerschmitt Me 410A-3, 10047, aircraft 5T+DN of unit KSG-l. Location unknown. Seen in May, 1945. Note the side gun barbette on the fuselage. A superficial resemblance to the RAF DeHavilland Mosquito led to many of the latter being attacked, mis-identified as Me 410s. (William L. Swisher)

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Junkers Ju 88S-1, aircraft RG+RW, seen at field R·71, Lechfeld, Germany, on May 25, 1945. (William L. Swisher)

Dornier Do 217E-1, 1104, aircraft FF+CD, seen at field R·19, Nordhausen, Germany, on May 28, 1945. Note the forward "Mistal" attachment struts on the fuselage aft of the cockpit. (William L. Swisher)

Messerschmitt Me 262A-1A, 111755, seen in an Autobahn revetment, ten miles west of Augsburg, Germany, on May 25, 1945. Unlike many of these at this time, this Me-262 appears to be in perfect condition. Note the large stand of very upright trees, giving very good concealment from air attacks. (William L. Swisher)

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Heinkel He 162H-20, 220003, aircraft "M20", without its engine and in a somewhat bent condition. Seen at field R-82, Munich/Reim, Germany, on May 25, 1945. (William L. Swisher)

Bucker Bu 131 trainer, seen at R-82, Munich/Reim, Germany, on May 25, 1945. It has its former operators' markings painted out and replaced by the new owners' star-and-bar insignia This was a superb training aircraft and much prized. (William L. Swisher)

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Lockheed P-38M-LO, 44-27234, the night fighter version, in Jet 622 Gloss Black finish. Note the radome under the nose and rocket racks under the wings. The areas around the turbo-superchargers on the boom have been left unpainted. There are red numbers 7234 on the nose. (USAF via Gerry R. Markgrat) T. O. 07-1-1 revised to add additional information on Jet No. 622 finish and markings for Air Sea Rescue aircraft, July 20,1945. A revised version of T. O. 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 07-1-1A, 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 the affected airplanes. TABLE OF CONTENTS Section General. ..... I II Authorized Aircraft Finishes Markings. III IV Insignia V Lighter-than-air.... VI Materials Required. SECTION I 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.

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North American P·SID-I0-NA, 44-14606, aircraft "Jan", in natural metal finish, of the 4th FG, early 1945. (USAF via Gerry R. Markgraf)

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Lockheed P-38J-15-LO, 44-23194, aircraft 7F-2 "Bomba-Dear" was a droop snoot bomb aiming conversion of the P-38 to guide them on bomb runs. Markings on the spinners and nose cowls are yellow plus the yellow triangle on the outside of the vertical tails. Note that the aircraft letter "Q" is on both inside surfaces of the tails. It belonged to the 401st FS, 370th FG, Ninth Air Force. Seen at strip X-29, Asche, Belgium on March 25, 1945. (William L. Swisher)

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 will 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 with T. O. No. 07-1-7. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner, Specification No. AN-IT-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-20·LO, 44·23509, aircraft 9D·A "Diane III" of the 401st FS, 370th FG, Ninth Air Force. Seen at strip X·29, Asche, Belgium on March 25, 1945. It had yellow spinners, fuselage nose cap and tip of the fins. (William L. Swisher)

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Lockheed P-38J-I0-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)

A group of communication aircraft lined up at Bassingbourne, England, home of the 91st BG, Eighth Ajr Force, in the spring of 1945. From ieft to right they are a Piper L-4, no serial visible; Noorduyn UC-64A-ND, 44-70258 in aluminum finish; Ref;ublic P-47D-I0-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-17G of the 91st BG.AII of the lined up aircraft are carrying a white triangle with an unidentified symbol in it. (USAF)

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_.

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Boeing B-17G-70-BO, 43-37716, aircraft BX-H, is the 5,OOOth B-17 built. In natural metal finish, it is covered with the signatures of the Boeing workers that built it. It was assigned to the 338th BS, 96th BG, 45th CBW, 3rd Air Div., Eighth Air Force. It does not have the rectangle with the "C" in it painted on the right upper wing. (USAF)

3. FABRIC AIRCRAFf. 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. 4. PARTS IN STOCK. .!!. Aircraft airfoils and other exterior metal parts in stock need not have the camouflage paint removed. h. Fabric control surfaces in stock, or installed as replacements, need not be refinished for any color matching purposes. 5. PROPELLERS. .!!. 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 ll-inch diameter or less, whereas propellers of IS-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. h. 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. £. 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. 6. 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 ofT. O. No. 01-1-1 will be followed.

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Boeing B-29-40·MO, 44-2734(?), aircraft named "Slave Girl", of the Twentieth Air Force seen in March, 1945. It is finished in the recent Jet 622 gloss black finish on all undersurfaces. (Robert Petrini)

SECTION II AUTHORIZED AIRCRAFT FINISHES

7. JET 622 NIGHT CAMOUFLAGE. .1!. 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 I. TABLE 1 FABRIC SURFACES METAL SURFACES Total Approx Dope Lacquer, 2 coats over primer Weight Increase 151b Fighter (P-40) 10 gal 2 gal Bomber (B-24) 30 gal 7 gal 45 Ib Requirements for other airplanes may be estimated from the preceding table.

Though of poor quality, this shows Boeing B-29s of the 39th BG, Twentieth Air Force, marked with the huge letter lOp" on the vertical tail, on a mission over Japan in mid 1945. ote the open bomb doors. (Robert Petrini)

Boeing B-29 of the 330th BG shows the huge letter "K" in a black square on the vertical tail. K-35 is marked on the outer side of the left hand engine, significance not known, but probably is the aircraft-ingroup number. Mid 1945. (Robert Petrini)

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Q. PREPARATION OF SURFACES. (1) Metal surfaces which are painted with dull camouflage finish should preferably be stripped to bare metal in accordance with T. O. No. 07-1-7 and the metal cleaned and primed. However, Jet 622 camouflage enamel may be applied directly over the dull finish, after thorough cleaning and careful smoothing with No.320,or finer, waterproof sandpaper and water to minimum porosity and roughness. Application of Jet 622 to upper surfaces is not considered necessary but care will be taken to apply the jet camouflage to bottom surfaces and all other surfaces viewed from 30 degrees below horizontal. All junction lines will be "feathered" by overspray'ing the jet camouflage. N OT E Application of lacquer over enamel may cause lifting of the enamel. If, upon trial, trouble is encountered in application of lacquer over the old finish, the finish must be removed. Prior to application of Jet 622 camouflage materials, unpainted metal surfaces will be cleaned in accordance with Specification No.98-20007, or by use of prepainting cleaners as outlined in T. O. No. 01-1-1 and then primed with one smooth coat of zinc chromate primer Specification No. AN-TI-P-656. (2) Wood surfaces painted with dull camouflage or aluminized finish will be cleaned and then smoothed out by sanding with No.320, or finer; waterproof sandpaper and water, prior to application of the Jet No. 622 camouflage. Unfinished wood surfaces will be prepared to produce a surface as smooth and free from irregularities as possible, prior to application of the Jet No. 622 camouflage. Surfacer, Specification No. 14115, may be used in direct-on-wood finishes, provided the film is sanded as thin as possible commensurate with the desired smoothness and "holdout," or fullness, of gloss of the final finish. £. APPLICATION. - Application of Jet No. 622 camouflage will be by spraying, which presents no unusual problems; however, because of the need to produce a black finish having as near a mirror-like appearance as possible, it is necessary to take extra precautions to avoid dust during painting and drying. Dust which becomes adhered to the paint, especially on the bottom and side surfaces, will result in reduced effectiveness of the camouflage. NOT E Lacquer, being faster drying, is preferred for Jet No. 622 finish for this reason and should be requisitioned under stock No. 7300-521100. Jet No. 622 lacquer will be applied to the properly prepared surfaces of metal (and wood) by spraying not less than two full coats. Application of the camouflage material will be controlled so as to produce a finish of uniform hiding, blackness and very high gloss. NOTE In the event that a rough finish is applied in the field, it may be smoothed by rubbing lightly with 320 or 400 waterproof abrasive paper after which a light but wet coat of camouflage material should be applied. Q. FABRIC SURFACES. - Fabric, doped with aluminized or dull camouflage finish which has not become brittle, may be converted to jet camouflage by the following procedure: Remove all grease and dirt, then wash with soft soap and water, rinse with clean water, and allow the surfaces to dry. Apply two wet spray coats of thinner, Specification No. AN-TI-T256, to soften

North American P-51B-5-NA, 43-6593, aircraft WZ-S of the 84th FS, 78th FG, Eighth Air Force, Duxford, England, on April 10, 1945. Seen in a rather embarrassing moment. It has a black spinner, black and white checks on the nose and a black rudder. Note the letters "WW" above the serial number on the tin. (USAF)

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North American P-51C-I0-NT, 42-103863, aircraft SX-M "Lucky Leaky II", of the 352nd FS, 353rd FG, 66th FW, 3rd Air Div. It is seen after making a good belly landing, note the very heavy exhaust stain aft of the exhausts. Aircraft shows one "kill". Spinner and nose were in black and yellow, and the rudder was black. (USAF)

up the old finish, and allow to dry not more than 30 minutes. Apply three spray coats of gloss black pigmented dope, the last of which is cut with an equal portion of clear dope, Specification No. AN-TI-D-514, before thinning, to impart added gloss. If fabric is new, tauten with a minimum of two brush coats and two spray coats of Specification No. AN-TI-D-514 dope. Sand lightly, exercising caution that the parts are grounded properly. Finish with three spray coats of gloss black pigmented dope, Specification No. AN-TI-D-554, the last coat of which is cut with an equal portion of clear dope, Specification No. AN-TI-D514, before thinning, to impart added gloss. !<. MAINTENANCE OF JET NO 622 FINISH. - The effectiveness of night camouflage is reduced by accumulations of mud, dust, oil, gun blast or exhaust gas residues, and chalking of the paint film, particularly on sides and under surfaces of aircraft. Excessively widespread scratches and especially bare metal exposed by scratches, also have a deleterious effect. Therefore, cleaning and maintenance operations on the airplane should be so conducted as to avoid scratching the finish and to minimize exposure of bare metal. Before engaging in night operation, mud, dust, muzzle blast, or exhaust gas residues and oil should be removed and any bare metal areas retouched with Jet No. 622 camouflage materials especially on sides and under surfaces. THE CLOSER THIS TYPE OF CAMOUFLAGE APPROACHES THE APPEARANCE OF A BLACK MIRROR, THE MORE EFFECTIVE IT BECOMES. f. REJUVENATION. - If, on extended exposure, a surface haze appears on the paint, wash with soap and water and rinse with clean water, then wipe surface thoroughly with clean cloths wet with naphtha or solvent, Specification No. P-S-661. The cloths should be wet by pouring solvent on them and should not be dipped into the solvent. Discard cloths as they become soiled. Spray on one light coat of Jet No. 622 camouflage lacquer, Specification No. AN-L-29. Clean doped surfaces in the same manner, but apply only gloss black dope, Specification No. AN-TI-D-554, cut with clear dope, Specification No. AN-TI-D514. 8. DAY CAMOUFLAGE. Standard day camouflage for liaison aircraft, helicopters, troop carrier transports, and gliders consist of upper surfaces olive drab, shade No. 613, AN Bulletin 157A and lower surfaces Army-Navy sea gray, No. 603. (Refer to AN Bulletin 157A.) 9. METAL CORROSION PREVENTION. The exterior of alclad metal fuselages and metal airfoils does not ordinarily require paint as a protection against corrosion. (Refer to T. O. No. 01-1-2.) However, where it is necessary to provide additional protective finish, any such unprotected parts will be cleaned with prepainting cleaner (T. O. No. 01-1-1), finished with one coat of zinc chromate primer, Specification No. AN-TI-P-656, and two coats of aluminized lacquer. Aluminized lacquer consists of lacquer cellulose nitrate, clear, Specification No. AN-TI-L-51, pigmented with 12 ounces per gallon of paste, aluminum pigment, Specification No. AN-TI-A-461. NOTE Mix in accordance with T. O. No. 07-1-2. 10. ANTIGLARE. Antiglare camouflage olive drab or camouflage black is authorized to be applied to top of the fuselage in front of the cockpit on the inside upper one-fourth of the engine nacelle forward of the leading edge of the wing over a properly cleaned and primed surface. 11. WOOD SURFACES. Exterior plywood surfaces will be finished with two coats of varnish, Specification No. AN-TI-V-118, thinned with an equal portion of naphtha or, on open grain woods, one coat of thinned varnish followed by one coat of surfacer, Specification No. 14115, sanded down, before the final two coats of aluminized varnish. Use 16 to 20 ounces of pigment, Specification No. AN-TI-A-461, in each gallon of varnish for the final coats.

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Republic P-47D-30-RA, 45-49365, was Col. Robert L. Baseler's last 325th FG aircraft before the unit was disbanded in October, 1945. The black and yellow checks cover both sides of all of the tail surfaces on the natural metal and the cowl panel with "Big Stud" on it is black. Note that the "Ace of Spades" marking has the spade pointing down, rather than up as on his previous aircraft. The black lines with arrows on the wings are believed to be for aiming during deflection shots. (Robert L. Baseler)

12. WOOD FABRIC. Exterior wood surfaces (fabric covered) will have a minimum of one brush coat of varnish, thinned with an equal portion of naphtha, and two brush or spray coats of clear tautening dope, Specification No. ANIT-D-514, prior to attachment of fabric. The fabric may be cemented in place with the second coat of clear dope, or may be laid on the dried second coat with cementing effected by wetting the fabric with thinner or thinned dope The finish over the fabric shall consist of a minimum of one brushed (first) coat and two sprayed coats of clear tautening dope followed by the necessary spray coats of pigmented dope. 13. FABRIC. £!.. Exterior fabric parts will have a minimum of two brush and two spray coats of clear nitrate dope, Specification No. AN-IT-D-514 (aluminized dope vehicle, Specification No. AN-IT-D-551, is not a suitable substitute, as it does not have the tautening qualities of Specification No. AN-IT-D-514). The weight of clear dope coats should be between 2.5 and 3.5 ounces per square yard. This will be followed by two or more coats of aluminized dope prepared by adding 8 ounces per gallon pigment, aluminum paste, Specification No. AN-IT-A-461, to dope cellulose nitrate, clear, Specification No. AN-IT-D-551, before

Waco CG-4A-FO glider, 45-6116, seen at strip R-6, Kitzingen, Germany, on May 7, 1945. Exactly what it was doing there is a mystery, especially as it was almost brand new. (William L. Swisher)

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thinning. The weight of the complete finish should be between 4.5 and 5.0 ounces per square yard. Patching will be accomplished with clear dope, Specification No. AN-TT-D-514, applied in same manner and will be covered with suitably colored pigmented dope coats as prescribed for new fabric. Q. For emergency rejuvenation of old fabric, add a fluid ounce of each tricresyl phosphate and castor oil to 1 gallon of two to one mix of clear dope, Specification No. AN-TT-D-514, and blush retarding thinner, Specification No. AN-TT-T258. Apply one coat by brush to clean surface, followed by one spray coat. After several hours drying, spray one coat of aluminized dope, prepared as specified in paragraph l3.g. SECTION III MARKINGS 14. GENERAL. Only such markings and identifying insignia as outlined herein will be used on AAF aircraft except as specifically authorized by the Commanding General, AAF. 15. PARTS. 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. (Refer to Specification No. 98-24105.) 16. DETAIL. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in latest revision of Specification No. 98-24105, will be maintained except that paragraph E-19 need not be complied with on airplanes to which fluid line identification decals were not applied in production. In addition, Jet No. 622 finishes (on metal and wood) surfaces will be stenciled in yellow on an upper surface with code number of the approved Jet 622 of the paint manufacturer under the two applicable specifications (Bulletin 102 for lacquer, and 148 for enamel), two dashes, followed by the symbol for the material as "L-29" or "E-3." Example: D-800-L-29. 17. RADIO CALL NUMBERS. g. Radio call numbers of not less than four numerals will be maintained on all AAF aircraft, except as stated in paragraph 17.f., utilizing both sides or each outboard side, as applicable, of the vertical stabilizer and rudder assembly. These call numbers, or designators, will be of a size discernible at a distance of 150 yards. The suggested 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 jet camouflaged planes will have insignia red call numbers. Decalcomania are authorized if available. Q. On all airplanes operating solely within the continental limits of the United States the radio call numbers will also be placed with the top forward on the lower surfaces of wings, except as stated in paragraph 17.f. The size of the number to be painted on aircraft and the matter of whether the numbers will be painted on the left wing only or both wings, will be determined by the local using agency in accordance with the space available and the desired usage. However, the suggested method is to apply 16 x 24 inch numerals on the lower left wing. f. Radio call numbers in neither location are required, however, on primary trainers not equipped with radio and which bear field identifying numbers. 18. PROPELLER MARKINGS. American propeller blades, design Nos. A-2721107,A2891100, andA2891106, used in sets in Aeroproducts propellers and design Nos. C-2721200 and C-3821306, used in sets in Curtiss propellers, respectively, will be identified by a yellow stripe, 3/8 inch in width and 3/8 inch inboard of the yellow tip. A. O. Smith propellers, design No. Prefix "SPA" 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, and the other stripe 3/ 8 inch inb6ard from the first. These stripes will extend completely around the blade section. The stenciled markings between the 18- and 24-inch stations on the cambered side of the propeller blades will be retained. When the exact location of the blade reference station is known, a stripe of yellow paint 1/8 inch wide, 2 inches long, and spaced equally distant between the leading and trailing edge of the blade, will be placed on the thrust face at the reference station. CAUTION Unless the exact location of the reference station on the blade is known no attempt will be made to identify this location by the afore-mentioned·stripe. 19. SPECIAL TRAINER MARKINGS. g. Painting of ring cowls is authorized in colors as directed by the Commanding General of the AAF Training Command. Q. Field identification numbers 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. f. 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. (1) Rudders and vertical fins painted insignia red. (2) 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. (3) Ring cowls to be painted insignia red. (4) Multiengine aircraft nose sections to be painted insignia red from the cockpit forward. Q. PT type aircraft in use at installations under the jurisdiction of the Commanding General, AAF Training Command may, for purposes of increased visibility, have the following markings applied locally. These will be of corresponding type materials applied over the aluminized finish.

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Lockheed P·38L-5·LO, 44-26758, on the ramp at Shemya Island, seen on September 1,1945. They are from the 343rd FG, with red tops to their tails and red nose caps. Shemya was the last-but-one major island of the Aleutian Island chain, only just east ofAttu Island, the end of the chain. Kiska and Attu were the only islands in this chain to be captured by the Japanese during the war. (USAF via Gerry R. Markgraf)

(1) Orange-yellow or identification yellow, gloss or camouflage, on the upper surfaces of upper wings, and lower surfaces of lower wings of biplane type airplanes, and upper and lower surfaces of monoplanes. (2) Orange-yellow or identification yellow, gloss or camouflage, on all surfaces of empennage. (3) Two coats of dope will be required to hide the aluminized dope, but more than two coats will have a deteriorating effect on the finished fabric. For this reason, only touch-up should be accomplished after the original application of two coats. !<. Aircraft regularly assigned to tow-target service may have orange-yellow or identification yellow paint materials of applicable type applied locally over the bare metal or previously applied paint material. This will be applied only to rudder, cowling, and upper and lower wing tips for identification and visibility purposes. f. Authority is granted to paint fighter aircraft used in flexible gunnery training, for the purpose of making gun camera attacks on bombardment aircraft, in suitable contrasting colors, where required, so that the aircraft will be readily distinguish able when filmed against a cloud or terrain background. 20. WAR-WEARY AND SURPLUS AIRCRAFT. Two-inch letters will be stenciled directly beneath the type, model, and series designation on the fuselage of aircraft (with insignia red paint materials) in the following categories. This stenciling will be applied by activities at which the affected aircraft are now stationed, and will also include affected aircraft received in the future without these markings: .!!. The letter "w" will be stenciled on all war-weary aircraft which have not undergone a complete DIR. The term "WAR-WEARY" applies to any aircraft returned permanently from service in an overseas theater.

Another view of the 343rd FG P-38L-5-LO, at Shemya in September, 1945. (USAF via Gerry R. Markgraf)

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Q. The letter "0" will be stenciled on all war-weary aircraft that are processed through a depot for DIR. This symbol will replace the "W," which will no longer appear on the aircraft. f. The letter "S" will be stenciled on all aircraft which have been declared by Headquarters, Anny Air Forces, excess to the military requirement or surplus to the War Department or both. (Reference paragraph 9.~., AAF Regulation 65-86.) Under no circumstances will the letters "s" be used to indicate, or be interpreted to mean, "storage." In cases where the symbol "w" or "0" is required to be placed on the aircraft, the "s" will be stenciled directly after that symbol. Example: "WS" - "OS." 21. AIR SEA RESCUE PLANES. In addition to the standard painting requirements, all aircraft that are engaged in Air Sea Rescue Operations will have the following markings applied, using Specification No. AN-E-3 orange-yellow enamel and Specification No. AN-TT-E-501 black enamel. The markings given herein are applicable to large seaplanes and amphibians. On other aircraft the markings used will be those outlined herein as applicable to the shape, and appropriate to the size of the aircraft. Air sea rescue identification numerals and letters will be as assigned by Headquarters AAF. ~. WING TIPS. (1) Wingtip floats and struts will be painted with orange-yellow enamel, Specification No. AN-E-3, stock No. 7300-422000. (2) Upper and lower surfaces of both wing tips will be painted orange-yellow from wing tip inboard a distance 7 percent of the wing span (float excluded). A black border 6 inches wide will be added inboard, using Specification No. AN-TT-E-501 enamel, stock No. 7300-406000. Q. WING, CENTER SECTION, UPPER SURFACE ONLY. (1) The upper surface of the center section, including rear projecting portion of the engine nacelles, will be painted orange-yellow to a distance just outboard of the two inboard engine nacelles. A black border 6 inches wide will be added outboard. (2) On upper surface the word "RESCUE" will be superimposed in black. Centered aft of the word "RES CUE" the appropriate identification numerals and/or letters will be added. Letters and numerals will be of the modified vertical block type, uniform in shape and size, 36 inches high, 27 inches wide and the width of the individual strokes forming them will be 6 inches. Spacing between letters will be 12 inches. f. REAR HULL (OR FUSELAGE). (1) A 36-inch orange-yellow band approximately 3 feet forward of the leading edge of the horizontal stabilizer will encircle the aft portion of the hull but not extend onto the last step of keel. Two 6-inch black stripes will be added as borders (2) On each side of the forward part of the hull or fuselage and centered between the leading edge of the wing and the bow, an orange-yellow rectangle, whose length shall be equal to three times its height will be painted. A 2-inch black stripe will be 33 percent ofthe vertical dimension of the projection of the fuselage side at the point of application except that the height of this rectangle will not be greater than 36, nor less than 20 inches, excluding the border. The national aircraft insignia, which normally would occupy this space, will be relocated aft on the hull to clear this marking (3) "THE AIR SEA RESCUE" identification numbers and or letters will be superimposed in black, centered within the rectangle. These will be of the modified vertical block type, uniform in shape and size; and will be approximately two-thirds of the height of the orange-yellow rectangle. The width of the letters and numerals will be three-fourths of the height, and the width of the individual strokes forming them will be one-sixth of the height. Q. HULL (OR FUSELAGE) BOTTOMS. (1) On the bottom of the hull, between the bow and the main step and extending from chine to chine, the air sea rescue identification numerals and/or letters will be painted. The top of the letters and/or numerals will be at the left-hand chine of the hull. Letters and numerals will be orange-yellow, bordered by a 2-inch black stripe. (2) These letters and numerals will be three fourths as wide as high, the individual strokes forming them will be one-sixth of the height. Letters will be appropriately spaced. 22. HELICOPTER BLADE CLASSIFICATION NUMBERS. 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.

SECTION IV INSIGNIA 23. GENERAL. ~. Standard insignia of the design shown in figure 1, will be placed on all Army Air Forces aircraft. It will be applied so that in normal flight attitude of the airplane, the top star point of the insignia points upward on fuselage surfaces and forward on wing surfaces. Q. The standard insignia retains the five-point white star within the blue circle (as formerly). Standard sizes will have diameters of the basic blue circle in multiples of 5 inches, as 20, 25, 30, 35, etc. f. The straight line formed on the top edges of the two star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one radius (one-half of the diameter) of the circle. Draw lines at right angles to this line at each end extending downward for a distance equal to one-half of the radius of the circle. Draw horizontal lines parallel to the first line from the ends of the two vertical lines until they intersect the circle. The area thus created will be painted white.

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u.s. ARMYAIR FORCES Q. Using a width one-eighth the radius of the circle, place a border of insignia blue around the entire design thus formed. 24. WING INSIGNIA. The diameter of the basic blue circle will be the standard size which is nearest to, but does not exceed, 75 percent of the distance between the leading edge of the wing and the aileron cut-out at the point of application, except that night fighter aircraft will have 25-inch insignia. Wing insignia will not be greater than 60 nor less than 30 inches in diameter. The insignia specified herein will be placed on the top surface of the left wing and on the lower surface of the right wing with the center of the insignia inboard from each wing tip one-third of the distance from the wing tip to the fuselage, and with the blue border touching the aileron cut-out. The insignia may be moved in a minimum distance necessary where space is not available for the minimum size specified. On biplanes, insignia will be applied only to the upper left wing and lower right wing. 25. FUSELAGE INSIGNIA The diameter of the insignia will be standard size which is nearest to, but not greater than, 75 percent of height of fuselage at the point of application except that night fighter aircraft will have 25-inch insignia. The diameter of the basic blue circle should be not less than 20 inches or greater than 50 inches. These will be placed and maintained on each side of the fuselage near midway between the trailing edge of the wing and leading edge of the horizontal stabilizer, but may be moved to the rear (or forward) of the midpoint to avoid turrets or other plastic material. The insignia may extend over doors and emergency exits, but shall not extend over windows or openings which would change the insignia pattern. If the fuselage section, as described herein, is not large enough to accommodate the minimum size specified, the fuselage insignia may be placed on such other parts of the fuselage as will permit its being readily seen from the side. On aircraft assigned to AAF Training Command, if insufficient space is available for both the insignia and Field identifying numerals, the fuselage insignia may be omitted. 26. ORGANIZATIONAL INSIGNIA £!. 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. h. No specific locations are mandatory, but points between wing and tail surfaces on opposite sides of the fuselage are considered most desirable. In no case will size of insignia exceed 75 percent of height of fuselage at point of application. Similar airplanes in the same organization will have the same size insignia. If applied to other than smooth surfaces, insignia may be painted on the aluminum sheet and bolted or screwed securely to rigid members of the airplane. 27. DECALCOMANIAS. The use of decalcomanias, Specification No. 14118, for standard or organization insignia 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 Technical Service Command, Wright Field, Ohio, will be notified, giving purchase order number, type, and size.

SECTION V LIGHTER-THAN-AIR (omitted, unchanged from earlier issues ofT. O. 07-1-1 - author).

SECTION VI MATERIALS REQUIRED (omitted, details too explicit for this work - author).

North American P-51D-35-NA, 44-73186, aircraft N2-Y "Babs in Arms", of the 383rd FS, 364th FG, 67th FW, lst Air Div., Eighth Air Force. Seen at Honnington on May 21, 1945, the spinner is white, with white and blue horizontal band around the nose cowl. The circle on the tail is black. It is seen awaiting return to the USA. (USAF)

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North American F-6K-I0-NT, 44-12527, aircraft QL-L, of the 22nd PRS, 69th TRG. Seen at Speke, Liverpool, England, together with an aircraft (YC) from the 10th TRS. 69th TRG and a P-51D (CY) of the 343rd FS, 55th FG, 3rd Air Div. Vertical tail of QL-L is in green, and YC is in red. The P·51Ds nose is covered with a tarpaulin, but it has green and yellow spinner, green and yellow checks on the cowl, and a yellow rudder. All aircraft are being prepared for return to the USA. (USAF)

A multitude of P-51Ks at Duxford, England, on June 7, 1945. The first visible serial number 44-12158, is a P-51K-I0-NA, and the one next to it, 44-11563, is a P-51K-5-NA, aircraft HL-N of the 83rd FS. Nose checks and spinners are in black and white and the white rudders have a fine red outline. Aircraft MX is from the 82nd FS; both units are of the 78th FG, 66th FW, 3rd Air Div., Eighth Air Force. (USAF)

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\ -I

Douglas C-47B-I-DK, 43-49229, aircraft No. SO of the Air Transport Service Command, seen at Nanning, China, on June 15, 1945. It still carries the medium green blotches on the vertical tail. Note the gun ports in the fuselage windows provided to allow troops in the aircraft to fire back if attacked in the air. As usual, there is a crowd of curious Chinese coolies around the aircraft. (USAF)

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

Spec. 98-24105-S adds new requirements for markings, including escape hatches, September 1945. This specification covering markings for airplanes and airplane parts had grown steadily in size with the increasing complexity of AAF aircraft and a new release, dated September 5,1945, had grown to no less than twenty eight pages. The applicable changes follow: E-5a. Camouflage Finishes.-All exterior markings on aircraft having camouflage finishes shall be applied with black, blue, or orange yellow, shades Nos. 604,606, and 614, respectively, of Bulletin No. 157, of the same materials as the finish of the airplane. On aircraft having night camouflage finish, Jet No. 622, the exterior markings shall be applied with insignia red No. 619. E-6. Fuselage Markings: E-6a. The following markings, properly filled in, shall be stenciled on the left side of the fuselage, forward of the front cockpit. Where the cockpit is in the nose of the fuselage, the markings shall be placed to the rear of the cockpit:

u. S.ARMY-{Model Designation) A. A. F. SERIAL NO........ E-7. Vertical Tail Surface Markings: E-7b(1). When there is a possibility that the numbers will be obscured by exhaust gas residue, they shall be placed as high up on the vertical surface as possible and still comply with the discernibility requirement. E-7e. Uncamouflaged Airplanes.-For uncamouflaged airplanes, the radio call numbers shall be placed on the vertical stabilizer surfaces. For light colored backgrounds, the numbersshall be black, and for dark backgrounds, the numbers shall be International orange in accordance with color shade No. 508, Bulletin No. 166.

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North American P-51C-5-NT, 42-103896, aircraft No. 1078 of the 530th FS, 311 lh FG, of the Fourteenth Air Force seen from a C-47 it was escorting over rugged Chinese terrain, on July 24, 1945. The bands on the yellow tail are black, spinner is yellow. Note the serial number on the fuselage and the direction-finding loop on top of the rear fuselage. (USAF)

E-7d. Camouflaged Airplanes.-For camouflaged airplanes, the radio call numbers shall be placed to utilize both the vertical stabilizer and the rudder surfaces. For light colored backgrounds, the numbers shall be black in accordance with color shade No. 604 of Bulletin No. 157 and for dark backgrounds, the numbers shall be orange yellow in accordance with color shade No. 614 of Bulletin No. 157, except that the numbers for night fighter aircraft shall be Insignia Red in accordance with color shade No. 619 of Bulletin No. 157. E-15b. External Markings.-The following external markings dealing with the identification of emergency exit openings and their operation from the outside of the airplane shall be in accordance with the following: E-15b(I). Materials.-The markings for the identification of escape hatches, doors, and exits on the outside of the airplane shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow sur faces the color shade shall be No. 515. The markings either shall be in lacquer conforming to Specification AN-L-29 or in enamel conforming to Specification AN-E-3. E-15b(2). Exit Release.-All external releases for operating emergency exit panels shall be labeled "Exit Release" on the outside of the airplane to facilitate quick identification. This wording shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515. E-15b(2) (a). Operation Instructions.-The wording describing the operation of the "Exit Release" shall be in standard English, such as "pull", "push", "turn", or "slide", and shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515. E-15b(2) (b). Size of Lettering.-The words "Exit Release" and "pull", "push", "turn", or "slide" shall be preferably 2 inches in height, and shall not be less than 1 inch in height. E-16. Identification of Areas for Auxiliary Exits, for Forced Entry into Aircraft for Rescue Purposes, and for Forced Exits: E-16a. Markings.-The following markings dealing with the identification, from the outside of the airplane, of areas for forced entry into airplanes for rescue purposes and with the identification, from the inside of the airplane, of areas for forced exit shall be in accordance with the following: E-16a(I). Materials.-The markings for the identification, from the outside of the airplane, of areas for forced entry into airplanes for rescue purposes, and the markings for the identification, from the inside of the airplane, of areas for forced exit shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 516. The markings either shall be in lacquer conforming to Specification AN-L-29 or in enamel conforming to Specification AN-E-3.

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

E-16a(2). Identification ofAreas Around Auxiliary Exits.-Openings, such as auxiliary exits, windows, and navigators domes, are usually of a smaller size than the primary openings and consequently entry or exit is more difficult. Where the structure immediately surrounding the foregoing openings is free from heavy structural members such as bulkheads and main longitudinal members, from oxygen, fuel, and ai/lines, and battery leads, such areas shall be marked, both on the inside and outside of the fuselage at the extreme boundary of such areas, with a broken band, which shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 516. E-16a(2) (a). Size of Broken Identification Marking Band.-The broken identification marking band, both on the inside and outside of the fuselage, shall be 1/2 of an inch in width. Each segment of the broken band shall be approximately 1 inch in length, with segments approximately 12 inches apart. Examples of the identification of such areas on the outside of the airplane are shown in Figures 4 and 6. E-16a(3). Identification Nomenclature.-The words "Cut Here For Emergency Rescue", shall be painted or stenciled on the inside of, parallel with, and immediately adjacent to the broken band identifying an area on the outside of the airplane, for forced entry into the aircraft for rescue purposes. The words, "Cut Here For Emergency Exit" shall be painted or stenciled on the inside of, parallel with, and immediately adjacent to the broken band identifying an area, on the.inside of the airplane, for forced exit from the airplane. The foregoing nomenclature shall be orange yellow in accordance with~color'shade No. 606 of Bulletin No.166, except that on yellow surfaces the color shade shall be No. 516. E.J.6a(3) (a). Size of Lettering.-The words, "Cut Here For Emergency Rescue" and "Cut Here For Emergency Exit", shall be painted or stenciled approximately 1 inch in height. E-16a(4). Identification of Other Areas.-Other emergency escape areas are usually areas of a type which may be cut through to provide a means of rescue when entrance or exit cannot be made in any other manner. These areas shall be determined by visual inspection of each affected airplane, since relocation and reinstallation of equipment, furnishings, oxygen, fuel and oil lines, and battery leads may have been made which would not be indicated on the installation drawing of the airplane. These areas shall be as close as possible to the normal stations of personnel, except where personal injury to occupants might result from forced entry at that point These areas shall be marked both on the inside and outside of the fuselage by painting or stenciling corner markings only which shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515. E-16a(4) (a). Size ofIdentification Corner Markings.-The horizontal and vertical bars of the corner markings, both on the inside and outside of the fuselage, shall be approximately 3inches in length and 1 inch in width. Examples of the identification of such areas on the outside of the airplane are shown in Figures 6 and 7. E-16a(5). Identification Nomenclature.-The words, "Cut Here For Emergency Rescue", shall be painted or stenciled in the approximate center of the four corner markings, on the outside of the airplane, indicating other areas for forced entry into the aircraft for rescue purposes. The words, "Cut Here For Emergency Exit", shall be painted or stenciled in the approximate center ofthe four corner markings, on the inside of the airplane, indicating other areas for forced exit from the airplane. The foregoing nomenclature shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515. E-16a(5) (a). Size of Lettering.-The words "Cut Here For Emergency Rescue" and "Cut Here For Emergency Exit", shall be painted or stenciled approximately 1 inch in height."

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Boeing B·17G·llO·VE, 44-85815, an Eglin Field test aircraft, is seen carrying a JB-1 flying bomb under the rigbt wing. Tbis missile was the US built version of tbe infamous Fieseler Fi 156 V-I flying bomb. (author's collection)

Supplement to T. O. 07·1·1 adds details of Air Sea Rescue identification numerals, September 1945. A supplement to T. O. 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 AAF." 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.

C-47s and P-5ts of the Fourteentb Air Force are seen at tbe Lungbwa Air Base near Shanghai, China on October 27,1945. At the lower left corner of the pboto is a Consolidated PB2Y·3 Coronado flying boat, Buaer No. 7099, on the typical bolted-on ground handling gear struts. It was probably being used as a transport. (USAF)

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Republic P-47N-5-RE, 44-88593, aircraft "Big Stud", being used as a recruiting vehicle; note the panel below the cockpit with "THE AAF ENLIST NOW" on it. Colors not known, but probably yellow panel with red and black letters. (Robert L. Baseler)

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-I. 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.

A front view of the P-47N reveals Col. Baseler's trademark name of "Big Stud" on the nose. Probably white on black colors. Note that the Ace of spades points up on this aircraft. The aircraft carries no unit markings, so it was probably used after the 325 FG had been disbanded, but before Col. Baseler retired from the AAF. (Robert L. Baseler)

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North American P-82B-NA, 44·65168, aircraft "Betty Joe". 500 of this version were ordered, but only 20 of them were built. This was the 9th one, delivered in 1946. It was used to make a record breaking flight from Honolulu to New York. Note the new buzz numbers on the rear fuselage. (Nick Williams)

B. APPLICABLE SPECIFICATIONS. B-l. The following publications of the issue in effect on date of invitation for bids shall form a part of this specification: B-Ia. Army-Navy Aeronautical Specifications. AN-D-2 Dope; Cellulose-Acetate-Butyrate, Pigmented, Gloss AN-TT-D-554 Dope; Cellulose-Nitrate, Pigmented. AN-E-3 Enamel; Aircraft, Gloss AN-L-29 Lacquer; Cellulose Nitrate B-lb. Army-Navy Aeronautical Bulletin. No. 166 Colors; List of Standard Aircraft Glossy. C. MATERIAL. C-l. General.- The insignia, lettering, and markings shall be applied with glossy lacquer, conforming to Specification AN-L29, dopes, Specifications AN-TT-D-544 and AN-D-2, or enamel, Specification AN-E-3, as are applicable and compatible with the finishes applied to adjacent surfaces. Decalcomanias may be used upon specific approval of the Procuring Agency. C-2. Color.- The finishes shall be Color No. 506 Orange-Yellow and Color No. 515 Gloss Black. The colors used shall conform to the applicable Army-Navy Aircraft Color Standards (Glossy), Bulletin No. 166.

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Consolidated OA-I0A-VI, 44-34030, was the AAF version of the PBY, used for air sea rescue in the Pacific theater. This was the 91st aircraft of the last batch of 159 built by Canadian Vickers. A total of 230 were built. (Harry Gann)

D. DESIGN REQUIREMENTS. D-l. Markings for Large Seaplanes and Amphibians. D-la. Wing Tips.D-la(l). Wing tip floats and struts shall be painted orange-yellow. D-la(2). Upper and lower surfaces of both wing tips shall be painted orange-yellow from the wing tip inboard a distance equal to 7 percent of the total wing span (float excluded). A black border 6 inches in width shall be added inboard. D-Ib. Wing, Center Section (Upper Surface Only). D-lb(l). The upper surface of the center section, including the rear projection portion of the engine nacelles, shall be painted orange-yellow to a distance just outboard of the two inboard engine nacelles. A black border 6 inches in width shall be added outboard.

Lockheed P-80A-I-LO, 44·85004, was the thirteenth one built and was significant as being the first jet fighter to enter service with theAAF. The initial jet fighters for the AAF were puttied all over and finished with a very smooth ANA 602 light gray finish to improve performance. However, this finish quickly became chipped and scarred in service and was soon discarded. (March AFB Museum)

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D-lb(2). On the upper surface, the word "RESCUE" shall be superimposed in black. Centered aft of the word "RESCUE", the appropriate identification numerals and/or letters shall be added. Letters and numerals shall be of the modified vertical block type, uniform in shape and size, and shaH be 36 inches high, 27 inches wide, and the width of the individual strokes forming them shall be 6 inches. The spacing between letters shall be 12 inches. D-Ie. Hull.D-Ie(l). Hull (Rear Section).- A 36-inch orange-yellow band, approximately three feet forward of the leading edge of the horizontal stabilizer, shall encircle the aft portion of the hull, but not extend onto the last step or keel. Two 6-inch black stripes shall be added as borders. D-Ie(2). Hull (Forward Section).- On each side of the forward part of the hull and centered between the leading edge of the wing and the bow, an orange-yellow rectangle, whose length shall be equal to three times its height, shall be painted. A two-inch black stripe shall border the rectangle. The height of the rectangle shall be 33 percent of the vertical dimension of the projection of the fuselage side at the point of application, except that the height of this rectangle shall be not greater than 36 nor less than 20 inches excluding the border. The rectangle shall be located as near as possible to the center of the vertical projection of the fuselage at the point of application. The national aircraft insignia, which normally would occupy this space, shaH be located aft on the hull to clear this marking. D-lc(2)a. Identification Numbers.- The Air-Sea-Rescue identification numbers and/or letters shall be of the modified vertical block type, uniform in shape and size, and shall be approximately 2/3 of the height of the orange-yellow rectangle. The width of the letters and numerals shall be 3/4 of the height and the width of the individual strokes forming them shall be 1/6 of the height. The letters'and numerals shall be appropriately spaced. D-Ie(3). Hull (Bottom Section).- On the bottom of the hull, between the bow and the main step, and extending from chine to chine, the Air-Sea-Rescue identification numerals and/or letters shall be painted. The top of the letters and/or numerals shall be at the port chine of the hull. Letters and numerals shall be orange-yellow, bordered by a two-inch black stripe. The width of the letters and numerals shall be 3/4 of the height, and the width of the individual strokes forming them shall be 1/6 of the height. The letters and numerals shall be appropriately spaced. D-2. Markings for Other Aircraft.- The markings, as specified above, shall be used as appropriate to the size and shape of the aircraft. Lockheed P-80A·l·LO, 44-85168, 44-85154, 44-85167, 44-85093, 44-85089, and 44-85160 of the 1st FG, being serviced on the ramp at March Field, California, in the summer of 1946. Two others are flying overhead. The first unit to be equipped with the P-80, it moved to George AFB in July, 1950. (March AFB Museum)

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Boeing B-29-55-MO, aircraft 6383 of the famous 509th Composite Group, attached to the 313th Wing, Twentieth Air Force, in June 1945. It has black and red bands around the rear fuselage. This aircraft is marked with the group's arrowhead marking. It is finished in Jet 622 Gloss Black on all lower surfaces. Note the atomic explosion insignia on fuselage. Seen after August, 1945. (USAF via Gerry R. Markgraf)

Waiver issued stating that gliders, liaison aircraft and helicopters, and troop carrier aircraft do not require camouflage any longer, November 1945. Since the war had ended, Procurement Division (WF), in a letter to HQ AAF, dated October 24, 1945, questioned whether camouflage was now required on gliders, liaison aircraft, troop carriers and helicopters, because this required the stocking of camouflage materials. The Production Division (Washington, DC) granted a waiver dated November 14, 1945, stating that those types of aircraft no longer required camouflage, pending revision of Mil. Req. Policy No. 15.

Supplement to T. O. 07-1-1 adds new identification markings for all aircraft operating within the continental United States, November 1945. The war was now completely over and huge numbers of aircraft were being returned to the US. It would seem that the number of lowflying aircraft incidents was on the rise and as a result, the AAF issued directions in T. O. 07-1-1B, November 6, 1945, for new identification numbers to be painted on all aircraft (except helicopters and lighter-than-air). These have become popularly known as "Buzz Numbers." The applicable portions of the supplement read as follows: NOTE The work directed in paragraphs 17.2. and 17.r;". will be accomplished prior to or at the next 100-hour inspection by all activities within the continental limits of the United States having permanently assigned aircraft. 1. Paragraph 17.Q. of T. O. No. 07-1-1, dated 20 July 1945, is hereby revised to read as follows:

55S4J9a

Republic XP-84-RE, 45-59475, was the first prototype ofthe second AAF jet fighter to enter service. It made its first flight on February 28, 1946, from Muroc AAB, and was finished in the same manner as the Lockheed P-80A. (USAF)

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Northrop XB-35-NO, 42-13603, made its first Olght from Hawthorne, California, on June 25,1946. Culmination ofJack Northrop's efforts to produce a large all.wing aircraft, it suffered from mlljor propeller gearbox and propeller problems, which kept it mostly grounded at Muroc AAB. It was natural metal finish all over. (USAF)

b. IDENTIFICATION MARKINGS. (1) On all aircraft, except helicopters and Iighter-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.

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(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 of the same height as the wing insignia, with the width at least two-thirds of the height, and the width of each stroke at least one-sixth of the height. (3) The exact location and size of the fuselage markings will depend upon the fuselage surface available therefor. Normally, they will be of such size as to cover approximately three-fourths of the surface on which they are placed, but the height of the letter and numerals need not exceed 48 inches. The proportion of the width of the letters and numerals and the width of the stroke to the height will be the same as that of the wing markings in so far as practicable. (4) The identification markings will be yellow on camouflaged surfaces and black on aluminized surfaces and of either gloss or lusterless 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 radio call number. The letters to be used for the various types and models, together with an example of the identification marking of a specific aircraft of each type, are set forth below: LEITER DESIGNATION FOR TYPE

MODEL

LEITER EQUIVALENT FOR MODEL

Attack Aircraft A A

A

24 25 26

A A

31 41

A A A A A

B

17

A

B B B B B B

19

B

24 25 26

C

Example: On A-26B marking AF No. 43-22465, the identification would be AC-465

Example: On TB-17F AF No. 42-3410, the identification marking would be BA-41O

Bomber Aircraft

29

B B B

32 37 39 42

B

44

D E F G H J K L

Cargo Aircraft C C

C C C C C C C C C C C

C C

C C C C C

CQ3 43 45 45 46 47 48

49 53 54 60 64

69 74 78 82 87

97 99 117

A B C C D

E F G H

J K L M

N p Q R

S T U

Example: On C-45, AF No. 44-47050, identification marking would be CC-050

CHAPTER 5: 1945-1947-The War is Won and theAAF Returns to Peace Photographic Aircraft F F F F F F F

2 5 6 7 9 10 13

A B C D E F G

Example: On F-5E, AF No. 44-25908, the identification marking would be FB-908

2 3 4 5 6 14

A B C D E F

Example: On L-5, AF No. 42-15060, the identification marking would be LD-060

9 10 47 60 PB-2B

A B C D E

Example: On OA-lOA, AF No. 44-34040, the identification marking: would be OB-040

PG-2 PG-3

A B

Example: On PG-3, AF No. 45-26888, the identification marking would be GB-888

38 39 40 42 47 51 55 58 59 61 63 75 80 81 82 83 84

A B C D E F G H J

Example: On P-38J, AF No. 42-67126, the identification marking would be PA-126

AT-6 AT-7 AT-1 AT-21 BT-13

A B C D E

Liaison Aircraft L L L L L L Observation Aircraft

0 0 0 0

a Reconnaissance Aircraft (Excepted) Gliders (Engine Driven) G G

Fighter Aircraft P P P P P P P P P P P P P P P P P

K L M N P Q R

S

Trainer Aircraft T T T T T

Example: On AT-ll, AF No. 42-36867, the identification marking would be TC-867

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284 T T T T T

F G H J K

PT-13 PT-17 PT-19 PQ-8 PQ-14

2. Paragraph 17.£. ofT. O. 07-1-1, dated 20 July 1945, is hereby revised to read as follows: £ . 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 17.2. are applicable to primary trainers.

***

1946 Spec. 98·24105·S revised, March 1946. A minor revision of Spec.98-24105-S, Amendment No.2, was issued on March 18, 1946. However, all of the changes related to other spec. number changes except for further changes to the aircraft dope code markings (see Appendix B on aircraft maintenance markings.). Revised version ofANA Bulletin No. 166, Gloss Colors, issued, June 1946. A minor revision, ANA Bulletin No. 166a, was issued on June 6, 1946, which informed users that the earlier porcelain enamel panels were no longer available for distribution and that only cardboard enamel panels were now available. No changes were made to any of the standard gloss colors, which had been introduced in 1938. New edition ofT. O. 07·1·1 issued, June 1946. A new edition ofT. 0.07-1-1 was issued on June 7,1946, and became the last version to be produced by the AAF. It also introduced the long-lasting (still in use) method of indicating revisions by black vertical revision lines alongside the new or revised information. We will take advantage of this new feature by only printing information so marked. First was the preliminary note stating when the work was to be accomplished. This now read: NOTE The work required herein (except paragraph 17.2.) will be accomplished as soon as practicable by all activities having the affected aircraft. The work directed in paragraph 17.2. will be accomplished prior to or at the next 100-hour inspection period by all activities within the continental limits of the United States having permanently assigned aircraft.

Consolidated XB-36-CF, 42-13570, made its first flight on August 8, 1946, and ultimately beat the XB-35 as the replacement for the B-29. Powered by six P & W R-4360 engines, it was also natural metal finish all over. (USAF)

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~

f

285

~-

t

\ .\-

Consolidated XB-36·CF, 42.13570, seen next to Boeing B·29B·55·BA, 44-84027, shows the huge size of the new aircraft. (USAF)

Douglas C·74·DL, 42·65410, was the ninth aircraft of the fourteen built. The type made its first flight on October 11, 1945. It was natural metal finish all over and carried the very large buzz numbers seen the rear fuselage. (Harry Gann)

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Republic YP-84A-l-RE, 455-9483, was the second YP-84 and made its first flight in August 1946. Note that the earlier putty and paint finish has already been dropped in favor of the natural metal finish all over. (USAF) 1. CAMOUFLAGE.

Camouflaging of the exterior surfaces of AAF aircraft is no longer required except for 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 identification data, insignia, antiglare coatings, and corrosion prevention.

** * 3. FABRIC AIRCRAFT Fabric covered aircraft and all control surfaces will be aluminized when re-covering is necessary or when major fabric repairs are required.

*** 5. PROPELLERS d. Helicopter main blades will be aluminized when re-covering or major repair is necessary. A 6-inch yellow tip will be maintained on all tail rotor blades to prevent accidents caused by lack of visibility. The remainder of the tail rotor blades will be maintained in the original finish. Tips of main rotor blades will be maintained in original color. (Refer to paragraph 22. for markings.)

*** 8. DAY CAMOUFLAGE Standard day camouflage consisting of upper surfaces olive drab shade No. 613 AN Bulletin 157 and lower surfaces sea gray shade No. 603 is no longer required. (Refer to paragraph 2.for policy on removal.)

*** 17. RADIO CALLAND IDENTIFICATION MARKINGS. ~. Radio call numbers of not less than four numerals will be maintained on all AAF aircraft except as stated in paragraph 17.£. 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. Q. 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 anyone 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 onesixth the height.

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North American XB-45-NA, 45-59479, was the first prototype and made its first flight on March 17, 1947, from Muroc. Destined to be the first jet bomber to enter service with the Air Force, it was natural metal finish all over, and carried the North American Aviation insignia on its nose.

(USAF) (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 x 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 lusterless 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 letters 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): G CG-4A C G CG-lOA D G CG-13 E G CG-14 F C CG-15 G (The following paragraphs were added or revised): 17.r;;.. 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 17.12. are applicable to primary trainers. 19.9. Helicopters used in pilot training may have fuselage finished international orange color shade No. 598 for purposes of visibility.

*** 22. HELICOPTER BLADE MARKINGS 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. h. 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.g., 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.

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Convair XB-46-BO, 45-59582, made its first flight on April 2, 1947, from San Diego, California. Designed to compete with the XB-45, it was an extremely sleek aircraft, but was not ordered for service. Natural metal finish all over. (Convair)

f: 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 marIqng need not be applied. Different colors are required on the blades for tracking as well as matching purposes. SECfION IV INSIGNIA 23. GENERAL e. When insignia is applied to black camouflaged surfaces, the insignia blue circle and border may be omitted. Thus, the white star and white bar areas will be set off by black background, instead of insignia blue background. (this had been common practice on Navy aircraft painted glossy sea blue, etc., but this is the first use of it by the AAF. Also see next item). Amendment to AN-I-9b changes insignia requirements for dark backgrounds, June 1946 On June 10, 1946, Amendment - 1 to Spec. AN-I-9b was issued, effective immediately upon issue. This stated that: "when the national insignia was to be applied on a sea blue, dark blue or black background, the insignia blue circumscribed circle and the insignia blue border may be omitted".

***

Douglas C-47, serial unknown, of the European Air Transport Service, seen at Croydon Airport, England, on May 27, 1947, shows its post-war natural metal finish. (Author)

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INSIGNIA BLUE INSIGNIA BLUE INSIGNIA WHITE (OR GRAY, AS APPLICABLE)

_R INSIGNIA RED

1/6 R

INSIGNIA WHITE (OR GRAY AS APPLICABLE)

INSIGNIA WHITE (OR GRAY AS APPLICABLE)

AN-I-9b Amendment -2 ( January, 1947 ) © Victor Archer

1947 Red stripes finally bring back red into the national insignia, Amendment -2 to AN-I-9b, January 1947 Some six months after the previous change to AN-I-9b, Amendment -2 was issued on January 16, 1947, to be effective immediately upon issue. This changed the first sentence to read as follows: "D-I. Construction.- The national insignia shall be an insignia white five pointed star inside an insignia blue circumscribed circle with an insignia white rectangle, one radius of the blue circle in length and one-half radius of the blue circle in width, on each side of the star and the top edges placed to form a straight line with the top edges of the two star points beneath the top star point; with an insignia red horizontal stripe in the white rectangles at each end of the insignia, the width of the red stripe to be one-sixth the radius of the star; and an insignia blue border one-eighth radius of the blue circle in width outlining the entire design; except that when the insignia is to be applied on a sea blue, dark blue or black background, the insignia blue circumscribed circle and the insignia blue border may be omitted." This new amendment added red stripes inside each of the white horizontal bars, and this has remained the basic national star insignia to the present day.

New version AN-I-38a, Insignia and Markings for Search and Rescue Aircraft issued, June 1947. On June 2, 1947, a revised version of the spec. for Insignia and markings for search and rescue aircraft, AN-I-38a, was effective immediately upon issue. Many detail changes were made in the requirements; the new version read as follows: AN-I-38a, 2 June 1947, Superseding AN-I-38, 17 October 1945 A. APPLICATION. A-I. 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 search and rescue operations. B. APPLICABLE SPECIFICATIONS. B-I. Publications.- The following publications of the issue in effect on date of invitation for bids shall form a part of this specification to the extent specified herein:

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B-la. Army-Navy Aeronautical Specifications. AN-D-2 Dope; Cellulose-Acetate-Butyrate, Pigmented, Gloss AN-TI-D-554 Dope; Cellulose-Nitrate, Pigmented AN-E-3 Enamel; Aircrilft, Gloss AN-L-29 Lacquer; Cellulose Nitrate B-lb, Army-Navy Aeronautical Bulletin. No. 166 Colors; List of Standard Aircraft Glossy. C. MATERIAL.

C-l. General.- The insignia, lettering, and markings shall be applied with glossy lacquer, conforming to Specification AN-L-29, dopes, SpecificationsAN-TI-D-544 and AN-D-2, or enamel, Specification AN-E-3, as are applicable and compatible with the finishes applied to adjacent surfaces. Decalcomanias may be used upon specific approval of the Procuring Agency. C-2. Color.- The finishes shall be Color No. 506 Orange-Yellow and Color No. 515 Gloss Black. The colors used shall conform to the applicable Army-Navy Aircraft Color Standards (Glossy), Bulletin No. 166. D. DESIGN REQUIREMENTS. D-l. Markings for Large Seaplanes and Amphibians. D-la. Wing Tips. D-la(l). Wing tip floats and struts shall be painted orange-yellow. D-la(2). Upper and lower surfaces of both wing tips shall be painted orange-yellow from the wing tip inboard a distance equal to 7 percent of the total wing span (float excluded). A black border 6 inches in width shall be added inboard, except on airplanes finished in glossy sea-blue color, in which case the black border is omitted. D-lb. Wing, Center Section (Upper Surface Only). D-lb(l). The upper surface of the center section, including the rear projection portion of the engine nacelles, shall be painted orange-yellow to a distance just outboard of the two inboard engine nacelles. A black border 6 inches in width shall be added outboard, except on airplanes finished in glossy sea-blue color, in which case the black border is omitted. D-lb(2). On the upper surface, the word "RESCUE" shall be superimposed in black. Centered aft of the word "RESCUE", the appropriate identification numerals and/or letters shall be added. Letters and numerals shall be of the modified vertical block type, uniform in shape and size and shall be 36 inches high, 27 inches wide, and the width of the individual strokes forming them shall be 6 inches. The spacing between letters shall be 12 inches.

Republic XF-12, 44-91002, first prototype, made its first flight on July 2, 1946. It was an extraordinary clean design, intended to be used as a long range strategic reconnaissance aircraft. Only two were built, as the AAF no longer needed the mission requirement. (USAF via Gerry R. Markgraf)

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D-Ie. Hull.D-Ie(l). Hull (Rear Section).- A 36-inch orange-yellow band, approximately three feet forward of the leading edge of the horizontal stabilizer, shall encircle the aft portion of the hull, but not extend onto the last step or keel. Two 6-inch black stripes shall be added as borders, except on airplanes finished in glossy sea-blue color, in which case the black borders are omitted. D-Ie(2). Hull (Forward Section).- On each side of the forward part of the hull and centered between the leading edge of the wing and the bow, an orange-yellow rectangle, whose length shall be equal to three times its height, shall be painted. A twoinch black stripe shall border the rectangle. The height of the rectangle shall be 33 percent of the vertical dimension of the projection of the fuselage side at the point of application, except that the height of this rectangle shall be not greater than 36 nor less than 20 inches excluding the border. The rectangle shall be located as near as possible to the center of the vertical projection of the fuselage at the point of application. The national aircraft insignia, which normally would occupy this space, shall be located aft on the hull to clear this marking. D-Ie(2)a. Identification Numbers.- The search and rescue identification numbers and/or letters shall be of the modified vertical block type, uniform in shape and size, and shall be approximately 2/3 of the height of the orange-yellow rectangle. The width of the letters and numerals shall be 3/4 of the height and the width of the individual strokes forming them shall be 1/6 of the height. The letters and numerals shall be appropriately spaced. D-Ie(3). Hull (Bottom Section).- On the bottom of the hull, between the bow and the main step, and extending from chine to chine, the search and rescue identification numerals and/or letters shall be painted. The top of the letters and/or numerals shall be at the port chine of the hull. Letters and numerals shall be orange-yellow, bordered by a two-inch black stripe. The width of the letters and numerals shall be 3/4 of the height, and the width of the individual strokes forming them shall be 1/6 of the height. The letters and numerals shall be appropriately spaced. D-2. Markings for Permanently Shore-Based Helicopters.- The entire fuselage shall be finished in orange-yellow and the word "Rescue" shall be painted in black at the widest part of the top (aft of the enclosure) and bottom of the fuselage, using vertical block letters as large as space will permit. D-3. Markings for Other Aircraft.- The markings, as specified for large seaplanes and amphibians, shall be used as appropriate to the size and shape of the aircraft.

New version of the national aircraft insignia spec., AN·I·9c, issued, August 1947 This new issue, dated August 14, 1947, made a number of detail changes to the requirements for the new national aircraft insignia. This included using a gray color for the insignia white on upper wing surfaces when finished in low visibility camouflage color schemes, and deleting the small size national insignia used above the wings of night fighters, enlarging them to a minimum size of thirty inches (from the previous twenty five inches). The spec. read as follows: A. APPLICATION A-I. Application.- This specification is drawn to present the requirements for the size and location of the national insignia on the exterior surfaces of aircraft. B.

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

C.

MATERIALS. C-l. General.- The insignia shall be applied with approved lacquers, dopes or enamels as are applicable and compatible with the finishes applied to adjacent surfaces. Decalcomanias may be used upon specific approval of the Procuring Agency. The gloss or specularity shaH match that of adjacent surfaces, except that non-specular laquers, dopes or enamels shall be used on surfaces finished semi-gloss sea blue. C-2. Color.- Colors used shall conform to the applicable Army-Navy standard color cards for non-specular insignia and to the Army-Navy Aeronautical Color Standards for glossy insignia. D.

DESIGN. D-l. Construction.- The national insignia shall be an insignia white five pointed star inside an insignia blue circumscribed circle with an insignia white rectangle, one radius of the blue circle in length and one-half radius of the blue circle in width, on each side of the star and the top edges placed to form a straight line with the top edges of the two star points beneath the top star point; with an insignia red horizontal stripe centered in the white rectangles at each end of the insignia, the width of the red stripe to be one-sixth the radius of the star; and an insignia blue border one-eighth radius of the blue circle in width outlining the entire design; except that when the insignia is to be applied on a sea blue, dark blue or black background, the insignia blue circumscribed circle and the insignia blue border may be omitted. The construction of the star is obtained by marking off five equidistant points on the circumscribed circle and connecting each point to the two non-adjacent points. See Figure 1. The national insignia shall be applied so that in the normal flight attitude of the airplane the top star point of the insignia points upward and perpendicular to the line of flight on vertical surfaces, or forward and parallel to the line of flight on horizontal surfaces. A gray color, obtained by mixing one part of insignia white with one part of light gray, shall replace the insignia white on applications to upper wing surfaces when finished in low visibility camouflage color schemes. D-2. Application.D-2a. Wing Insignia.-

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D-2a(1). Location.- Two insignia shall be placed on the wings of all airplanes. The national insignia shall be placed on the upper surface of the left wing and the lower surface of the right wing. On bi-planes one insignia shall be placed on the upper surface of the upper left wing and the other on the lower surface of the lower right wing. They shall be placed at a distance from the wing tip equal to one-third of the distance from the fuselage to the wing tip and tangent to the aileron cut out measured from the center of the insignia. The insignia may be moved inboard the minimum distance necessary where wing tip floats of seaplanes interfere or when space is not available for the minimum size specified. D-2a(2). Size.- The insignia shall have a blue circle, excluding the borders with a maximum diameter of 50 inches and a minimum diameter of 30 inches. Standard sizes shall have blue circle diameters in multiples of five inches. The blue circle diameter selected shall be the standard size which is closest to, but does not exceed, 75 percent of the distance between the leading edge of the wing and the aileron cut out at the point of application. D-2b. Fuselage Insignia. D-2b(1). Location.- The national insignia shall be applied to each side of the fuselage approximately midway between the trailing edge of the wing and leading edge of the stabilizer but in no case shall any part of the insignia be located closer than 35 inches to the trailing edge of the wing, except that the insignia may be moved forward or to the rear of the midpoint to avoid covering transparent material. When the fuselage section between the trailing edge of the wing and the leading edge of the stabilizer is not large enough to accommodate the minimum size specified, the fuselage insignia shall be placed on such other parts of the fuselage, as w.ill permit its being readily seen from the side. On patrol seaplanes, the insignia shall be applied to each side of the bow in such position that it is completely visible when the plane is water-borne in normal load condition. Alternate locations, as permitted above, shall be such as to obtain suitable visibility and shall be approved by the Procuring Agency. Fuselage insignia may extend over doors and emergency exits but shall not extend over windows or such opening used during combat which would change the insignia pattern. D 2b(2). Size.- The insignia shall have a blue circle, excluding the border, with amaximum diameter of 50 inches and a minimum diameter of 20 inches. Standard sizes shall have blue circle diameters in multiples of five inches. The diameter selected shall be the standard size which comes nearest to, but does not exceed, 75 percent of the height of the projection of the fuselage side at the point of application. E. NOTES. E-l. Superseding Data.- This specification supersedes those parts of the current issues of the Bureau of Aeronautics Specification SR-2 and U. S. Army Specification 98-24102, which pertain to aircraft insignia, and Specification AN-I-9b for Army; and Navy aeronautical use. 4

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

***

Boeing B-29A-60-BN, 44-62073, and 44·62083, plus B-29A-SS-BN, 44·61962, are seen on their return from their record-breaking night from Tokyo, Japan, to Washington, D.C., on August 1, 1947. They are in natural metal finish with Jet 622 gloss black finish underneath. The huge black triangle on the vertical tail denotes that they are from the 7th BG, Eighth Air Force, located at Fort Worth Army Air Field (later Carswell AFB). The buzz numbers were in red on the rear fuselage, while the nearest B-29 carries the last four of its serial number in white on the nose. Tail caps are painted in the squadron color (not known, but they appear to be from different squadrons). This marked the end of the AAF and the forming of the new USAF. (March AFB Museum)

6 Combat Aircraft Distinctive Markings, Invasion Stripes, and Unit Insignia When the USAAF went to war, it had a well developed system of aircraft markings in the form of designators, radio call numbers, and color bands on engine cowls and fuselages. These were sufficient for the existing size of USAAF combat units, but when its various Air Forces around the world began to grow in size, it became evident that other markings were going to be required. The first air force to require such markings was the Eighth in England, as its offensive operations against Nazi-occupied Europe grew, to the point that several groups were involved in specific missions. These new markings eventually became known as "Combat aircraft distinctive markings", from the various orders issued by the Eighth Air Force. The evolution of these eventually led to a

huge variety of colorful markings on all of the aircraft of the Eighth and Ninth Air Forces in England, and to a lesser extent, the Twelfth and Fifteenth Air Forces in North Africa and Italy. Combat markings were also used to some extent by all of the other overseas based Air Forces. It had been planned to include these markings in this volume, but the amount of information available made this impractical, so they will be provided in a later volume. However, included herewith are a number of photographs of the B-17s and B-24s of the Eighth Air Force First, Second, and Third Air Divisions to show how their combat markings were applied. Also included are some drawings showing how these markings were officially called out.

Four B·17s of the 91st BG show the progression of the Combat Aircraft Distinctive Markings (CADM) from 1942 to early 1944. First B·17E· BO, 41·9023, aircraft LG·Y "Yankee Doodle", is one of the original 322nd BS unit aircraft, showing only the squadron code letters. It is in the original two tone camouflage. Next is B·17F·30.DL, aircraft OR·X, "Chennault's Pappy", of the 323rd BS, showing the addition of the 1st Bomb Wing white triangle on the tail an wing, with the code letter "A" in them, for the 91st BG.1t is in the standard dark olive drab and neutral gray camouflage. The next B·17 in the line is in the same camouflage and markings as the second one, while the fourth aircraft is a natural metal finish B·17G, aircraft LL-B, of the 401st BS, named "General Ike". This shows the black triangle on the un.camouflaged surfaces, with a white "A" for the 91st BG. Seen at Bassingbourne, England, on April 9, 1944. (USAF)

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Nice line up of B-17s of the 9Sth BG, 13th CBW, 3rd Air Div, Eighth Air Force, at Poltava, Russia after their shuttle bomb mission over Germany on June 21, 1944. Nearest aircraft is B-17G·SS-BO, 42-102678, aircraft BG·R of the 334th BS. Next is B-17G, serial incomplete, aircraft BG-M, with a replacement camouflaged rudder. Next is B-17G-20-VE, 42-97S99, aircraft OE·Tofthe 33Sth BS; note it does not have the black group rectangle on the tail yet. The sixth aircraft is still fully camouflaged, and has the "B" in black on white tail marking. All of these markings are to BCI SS·14, dated December 2S, 1943. (USAF)

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Boeing B·17E-BO, 41-9100, aircraft FR·U, was the lead ship for the 379th BG, but was attached to the 525th BS.1t was painted in dark olive drab and white stripes all over; the stripes below the wing ran from front to rear, and those under the horizontal tail were spanwise. The group marking, black letter "K" on a white triangle, with a dark olive drab outline. Code letters were in white, with the aircraft serial number and letter "U" on the fin in yellow. It was seen on July 24, 1944. (USAF)

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Three B-17s of the 323rd BS, 9lst BG, 1st CBW, 1st Air Div, Eighth Air Force, show the latest changes to the CADMs, in BCI 55-21, dated October 16, 1944. All of the aircraft, natural metal and camouflaged, are carrying the new red vertical tail areas, together with red wing tips and horizontal stabilizers (not elevators). Nearest aircraft is B-17G-45-BO, 42-97304, aircraft OR-C; on its right is B-17G-30-BO, 42-31908, aircraft OR-R, in camouflage, and behind is B-17G-49-BO, 42-97271, aircraft OR-B. Squadron code letters are in yellow on camouflage and black on natural metal. November, 1944. (USAF)

Boeing B-17G-35-DL, 42-107033, aircraft DF·D of the 324th BS, 91st BG, 1st CBW, 1st Air Div, Eighth Air Force, in very shiny natural metal finish carries the latest CAMDs to BCI 55-21, dated June 23, 1944. For the 1st Air Div, there was little change except that the natural metal finish changed the Air Div triangle from white to black, reversing the color of the group letter in the process from black to white, and changing the squadron code letters from yellow to black. More colorful changes were to come later in 1944, as the strength of the Eighth Air Force built up rapidly. (USAF)

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Boeing B-17G-45-BO, 42-97330, aircraft MS-S of the 535th BS, 381st BG, 1st CBW, Ist Air Div, Eighth Air Force, is seen carrying the new red vertical tail, wing tip and horizontal stabilizer (not elevators) markings, added by BCI 55-21, dated October 16, 1944. These CADMs remained unchanged for the 1st Air Div until the end of the war. (USAF)

Boeing B-17G-95-BO 43-38810, aircraft SC-V of the 612th BS, 40Ist BG, 94th CBW, Ist Air Div, plus 43-38733, 43-30541, and 43-37780, plus others, lined up on March 19, 1945. They are carrying the new yellow, trimmed with black, sloping band on the vertical tail, added by BCI 5521, dated October 16, 1944. Note that there are some variations in the positioning and size of the triangle markings. Seen at Deenthorpe, England on March 19, 1945. (USAF)

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Boeing B·17G-75-BO, 43-37921, aircraft UX-N of the 327th BS, 92nd BG, 40th CBW, Ist Air Div, seen in 1945 at one of the forward strips in Belgium. Barely visible is the red band across the vertical tail, with its lower edge in line with the base of the triangle. The unit code letters appear to be in insignia blue rather than black; compare with the star insignia and the black triangle. (William L. Swisher)

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Consolidated B-24 D-20-Co, 41-24215, aircraft "z" ofthe 445th BG, 2nd Bomb Div, Eighth Air Force. at Tibenham, England. in 1944. Note that the aircraft radio call number presentation is incorrect in that it shows both ofthe year (1941) digits at the beginning ofthe number; the number "4" should have been omitted. This formation lead aircraft was painted with wide orange bands all over the fuselage and vertical tails. Note that the large letter "F" on the fuselage has lights in all of its horizontal and vertical strokes. (USAF)

Consolidated B-24H or J. serial unknown. aircraft J4-M "Final Approach". of the 753rd BS. 458th BG, 96th CBW. 2nd Air Div. waiting for take-off at Horsham S1. Faith. England, on the Group's 200th mission. Dark olive drab and neutral gray finish. tail markings are a white vertical stripe on red vertical surfaces. (USAF)

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Consolidated B24H. serial unknown. aircraft J3-P, of the 755th Bs. 458th BG. 96th CBW. 2nd Air Div. The markings of the 2nd Air Div were changed to colored vertical tails by BCI 55-21, dated June 23. 1944. This aircraft has the red tail with a white vertical band of the 458th BG, together with the earlier upper right wing marking of a white letter "K" on a black circle (for natural metal aircraft). Late 1944. (USAF)

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Consolidated B·24H, serial unknown, aircraft Z5-E "The Shack", of the 754th BS, 458th Bg, 96 CBW, 2nd Air Div. Red tail with a white vertical stripe. Note the grayed-out fuselage insignia, a somewhat superfluous effort! Seen at Horsham St. Faith, England, on February 26, 1945.

Consolidated B-24H-1-FO, 42-7478, aircraft EC·P bar, "Flying Crusader" of the 578th BS, 392nd BG, 14th CBW, 2nd Air Div, typifies a late camouflaged B-24. The vertical tail markings are white ,with a black horizontal stripe. Note that the right tail has received a replacement dark olive drab rudder, still showing its medium green blotches and its portion of the old circle marking painted over. The group code letter "D" does not appear on the right wing circle. Code letters on fuselage are gray and the radio call number on the fin are in yellow. Aircraft letter on the tail is white. (USAF)

Consolidated B.24H, serial number unknown, aircraft "I" of the 715th BS, 448th BG, 20th CBW, 2nd Air Div, taking off from its base of Seething, England. It is on the way to drop supplies to Allied troops battling t:ast of the Rhine river in Germany, in the spring of 1945. Group markings were a black diagonal bar across the yellow tail; the squadron insignia was the yellow diamond on the black bar. The aircraft letter is within the diamond. (USAF)

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Boeing B-17 of the 452nd BG, 45th CBW, 3rd Air Div is seen from above, showing the group letter "L" in a white rectangle above the right outer wing. Taken over Berlin on April 29, 1944, it appears as if both outer wing panels have been repaired, but not repainted prior to this mission. (USAF)

Consolidated B·24H-15-FO, 42-52618, aircraft RS-K "Chief Wapello", ofthe 839th BS, 487th BG, was in one of the five B-24 groups in the 3rd Air Div, which also had nine B-17 groups. It proved to be too difficult to operate the two types together, and they were replaced by B-17s after only a few months. The group code letter "P" is seen on the tail and on the wing in the white rectangle. Code letters were gray, and the aircraft letter "K" was in yellow in both positions, as was the radio call number. (USAF)

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Boeing B-17G-45-BO, 42-97258, of the 452nd BG, 45th CBW, 3rd Air Div, with a lot of company, on the way to Germany in May, 1944. No squadron codes were used by this group. The CADMs are to BCI 55-14, dated December 25, 1943. Note that this B-17 has a replacement camouflaged outer right wing panel. (USAF)

Boeing B-17G-65·VE, 44-8439, aircraft "R", of the 95th BG, 13th CBW, 3rd Air Div, seen at a strip in Belgium in 1945. It has the usual black rectangle on the tail and the red band up the trailing edge of the rudder; however, a replacement rudder has not yet been painted in the red color. A red band at an angle across the lower left outer wing completes the markings. Date not known, but after January 11, 1945, and prior to March 7, 1945, in conformance with the latest CADM orders. (USAF)

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Boeing B-17G-70-BO, 43-37928, aircraft "D", of the 490th BG, 93rd CBW, 3rd Air Div, seen in Belgium in 1945. The group marking is a red band across the vertical tail, one-third of its height, together with red bands across the wing, at the inner end of the aileron, and across the middle of the horizontal tail. The 9rd CBW adopted these markings when it was originally equipped with B-24s, and carried them across when the 3rd Air Div became an all B-17 force in summer 1944. It was the only group in the 3rd Air Div whose markings could be seen easily, and this lead to major changes in the other group markings in the 3rd Air Div in early 1945. (William L. Swisher)

Two B-17Gs, 42-97627 in natural metal, and 42·97555, in camouflage, of the 413th BS, 96th BG, 45th CBW, 3rd Air Div, are seen on their bomb run over the target in late 1944. Using the H2X radar housed in the usual ball-turret position, these acted as radar path-finders for the main bomber force in bad weather when the target could not be seen visually. As they were used with any of the 3rd Air Div forces, they did not carry the usual group tail markings. (USAF)

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Three Douglas C-47As towing Waco CG-4A gliders show off the new invasion stripes on June 6,1944, D-Day. They are from the 88th TCS, 438th TCG, of the Ninth Air Force. (March AFB Museum)

ALLIED INVASION STRIPES One of the most startling special aircraft markings used in World War II were the famous black and white stripes painted above and below the wings and around the aft fuselage of a huge variety of USAAF and RAF aircraft in the early part of June 1944. These were issued by the new Supreme Headquarters Allied Expeditionary Forces (SHAEF) and were intended to try to reduce the forecast losses of their aircraft during the forthcoming invasion of Europe. Based on experience in the invasion of Sicily, it was expected that losses might be heavy, due to inadvertent fire from the huge Allied ground, naval, and air forces involved. The black and white stripes were reminiscent of those applied earlier to Allied aircraft in the Mediterranean theater, when they transported forces from Tunisia to Italy. Prior to being painted under the fuselage of the C-47 transports, those aircraft had suffered heavy losses during the invasion of Sicily, mainly from Allied naval forces anti-aircraft fire. These stripes had later proved effective in reducing losses, and probably played a major part in the adoption of similar stripes for aircraft involved in Operation OVERLORD, the cross-English Channel invasion of Normandy. Orders issued to the very large number of USAAF and RAF aircraft units involved were issued, effective 11 am. Sunday, June

4, 1944, and stated that no aircraft were to fly without the new markings. This caused a major run on black and white paint of every kind and squadron histories of that time relate how some units had to send out unit personnel to obtain supplies from any paint store in the surrounding civilian areas. This proved to be quite a task, as English stores did not open on Sundays at that time, and caused major work as all effected aircraft had to be painted by midnight that night. This was accomplished, but the weather then intervened in a major way, turning so bad that evening that it caused the entire invasion effort to be postponed twenty-four hours. However, some B-24 units were already on their way to bomb France, and their escorting P-51 fighters showed off their new markings to the author at about six PM over southern England that Sunday evening. The weather deteriorated so quickly that the bomb laden B-24 formation broke up quickly to land at any available RAF airfield, the nearest ones of which included Kenley and Biggin Hill. Despite this premature display, it appears that news of the new markings did not leak to the Germans, which would have probably tipped them off to the impending invasion. The history of these famous markings is told in the official documents below.

Martin B-26C-15·MO, 41-34946, aircraft AN·L "Yankee Guerrilla", of the 553rd BS, 386th BG, Ninth Air Force. It shows the new black and white stripes around the wings and the rear fuselage, in their original form. Seen over the English Channel in June, 1944. (USAF)

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Supreme Headquarters Allied Expeditionary Force issues Top Secret memo whose subject was "Distinctive Marking. Aircraft", dated April 18, 1944 (the "Invasion Stripes"). On April 13, 1944, the newly formed Supreme Headquarters Allied Expeditionary Force issued a draft of a major Operation Memorandum, Number 23, entitled "DISTINCTIVE MARKING - AIRCRAFT". This was approved very quickly and issued on April 18, 1944. Only 100 copies of the Top Secret document were made; 55 were issued to the necessary commands, each bearing its own number. The other 45 copies were held as spares. The following information comes from copy number 36, issued to the Chief Administrative Officer (this was declassified by DOD on October 12, 1966, at the request of the author). TOP SECRET SUPREME HEADQUARTERS ALLIED EXPEDITIONARY FORCE OPERATION MEMORANDUM) NUMBER 23 )

TOP SECRET COpy No.38 18 April, 1944

DISTINCTIVE MARKING - AIRCRAFT 1. OBJECT The object of this memorandum is to prescribe the distinctive markings which will be applied to US and BRITISH aircraft in order to make them more easily identified as friendly by ground and naval forces and by other friendly aircraft.

2. SCOPE a. The instructions contained herein will apply to the following types of US and BRITISH aircraft: (I) Fighters and fighterbombers. (2) Tactical and photographic reconnaissance aircraft. (3) Aircraft employed in spotting for naval gunfire and field artillery. (4) Light bombers. (5) Medium bombers. (6) Troop carrier aircraft, including four engine types. (7) Glider tugs, including four engine types. (8) Liaison aircraft and Air OP's employed in forward areas for fire spotting and adjustment or for advanced aircraft control. (9) Coastal Command, Air Sea Rescue and disembarked Fleet Air Arm aircraft except seaplanes and four engine aircraft which need not be marked. b. These instructions will not apply to the following classes of aircraft:(l) Four engine bombers. (2) Air transports. (3) Gliders. (4) Night fighters. (5) Seaplanes.

3. GENERAL a. The instructions contained herein will be effective on the day of the assault and thereafter until it is deemed advisable to change. Aircraft will be given distinctive markings as shortly before the day of the assault as it is possible in order to protect the effectiveness of their use. b. These instructions are in no way intended to change the present US and BRITISH national markings now in use, namely: the USAAF white star on a white horizontal bar; and the RAF red, white and blue roundel. 4. DISTINCTIVE MARKINGS a Single en~ine aircraft. (I) Upper and lower win~ surfaces of aircraft listed in paragraph 2 g above, will be painted with five white and black stripes, each eighteen inches wide, parallel to the longitudinal axis of the airplane, arranged in order from center outward; white, black, white, black, white. Stripes will end six inches inboard of the national markings. (2) Fusela~es will be painted with five parallel white and black stripes, each eighteen inches wide, completely around the fuselage, with the outside edge of the rearmost band eighteen inches from the leading edge of the tailplane. b. Twin engine aircraft. (I) Upper and lower win~ surfaces of aircraft listed in paragraph 2 g above, will be painted from the engine nacelles outward with five white and black stripes, each twenty-four inches wide, arranged in order from center outward: white, black, white, black, white. (2) Fusela~es will be painted with five parallel white and black stripes, each twenty-four inches wide, completely around the fuselage, with the outside edge of the rearmost band eighteen inches from the leading edge of the tailplane. c. Four engine troop carrier aircraft and engine nacelles.

~lider tu~s.

(I) Same as for twin-engine aircraft, wing stripes to be outboard of the outer

d. Stripes will in no case be painted over the national markings, which take precedence. Wing stripes will extend from leading edge to trailing edge of wings. Special equipment, such as deicer boots, will not be painted over. e. Types of paint to be employed: (1) USAAF Units - as directed by the Commanding General of the Air Force concerned. (2) RAF Units - as directed by the appropriate BRITISH agency. f. At Appendix' A: are sample sketches of aircraft painted according to these instructions.

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5. BRIEFING Army, Navy and Air Commanders will disseminate complete information concerning these distinctive markings to all troops under their commands no earlier before the day of the assault than will insure the complete distribution of the information. By command of General Eisenhower: W. B. Smith Lieutenant General, U.S. Army, OFFICIAL: Chief of Staff. H. R. BULL, Major General, G.S.C., Assistant Chief of Staff, G-3. DISTRIBUTION: COPY NO. Allied Naval Commander, Expeditionary Force, Command-in-Chief, 21 Army Group, Commanding General, First US Army Group, Air Commander-in-Chief, AEAF, The Secretary, The Admiralty, The Under Secretary of State, The War Office (MO 3) Commanding General, ETOUSA Commander-in-Chief, Home Forces, The Under Secretary of State, The Air Ministry Commanding General, USSTAF, Air Officer Commanding, Bomber Command Chief of Combined Operations, The Secretary, Chiefs of Staff Committee, Offices of the War Cabinet, The Secretary, Combined Chiefs of Staff, Washington, D.C. OPD, War Department, Washington, D.C. OPD, Navy Department, Washington, D.C. A.F.H.O. Supreme Commander, SHAEF, Deputy Supreme Commander, Chief of Staff, Deputy Chief of Staff, Chief Administrative Officer, Adjutant General, Secretary General Staff, ACofS, G-I, ACofS, G-2 ACofS, G-3 ACofS, G-4, ACofS, G-5, Chief Engineer, Chief Signal Officer, Public Relations Division, Headquarters Commandant, . Spares TOP SECRET

1-3

4-8 9-10

11-16 17 18 19 20 21-23 24 25

26 27

28 29 30 31 32 33 34 35 36 37 38 39 40-41 42-47

48-50 51 52 53

54 55

56-100

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APPENDIX 'A' to SHAEF OP MEMO NO 23 dated 18 April, 1944

II II D

II

Dark Green

Width of Stripes 18 inches each.

Width of Stripes 18 inches to start 6 inches inboard of National Marking.

Ocean Grey

Sky

r r PRU Blue

Width of Stripes 24 inches to start outboard of Engine Nacelles

Width of Stripes 24 inches each.

NOTE: National Markings are not to be painted over by the black and white stripes.

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Lockheed F-5B-I-LO, 42-68205, shows off the new invasion markings at Poltava, Russia, on June 21, 1944. It was part ofthe first shuttle force to attack Germany, then continued on to Russia. Unfortunately, the force had been followed by a Luftwaffe Heinkel He 177, and that night, the Germans launched a devastating raid, destroying many of the B·17s. (USAF)

First Army Commander requests change to narrower stripes ("Invasion Stripes") for Field Artillery and Liaison Aircraft, May 1944. The First Army Commander, Lieut.Gen Omar Bradley, on May 16, 1944, requested authority to modify distinctive markings for Field Artillery and Liaison (CUB) aircraft. Modification requested was to use 8 inch stripes instead of 18 inch stripes. It was not considered that this change would jeopardize the safety of these small aircraft through identification failure by friendly Air and Ground Forces. Reason for the request was the excessive weight added by paint and the increased difficulty in concealing such aircraft in forward combat areas. This request was approved the next day.

"Invasion Stripes" removed from top surface of wings and fuselage of small artillery liaison aircraft (piper Cubs), June 1944. HQ Allied Expeditionary Air Force informed SHAEF, HQ 21 AG, Advanced Allied Expeditionary Air Force, HQ Second Tactical Air Force, Main HQ Ninth Air Force, HQ Air Defense Great Britain, HQ USSTAF, HQ Eighth Air Force, ANCXF, and HQ Coastal Command, on June 22, 1944, that: Small artillery liaison aircraft (Piper Cubs) may be seen in the Beachhead combat zone, with no distinctive markings on the top surface of wings and fuselage. Markings will continue to be carried on the ventral surfaces. This necessary due to difficulty encountered in providing camouflage for these aircraft while they are on their unprotected landing grounds very near to the front lines.

DouglasA·20J-15-DO, 43-21745, aircraft 8U·S, "Irene", of the 646th BS, 410th BG, Ninth Air Force, seen at its English base on June 22,1944. It shows how the full complement of stripes were carried until October, 1944 (see a later photo of this aircraft in this section). Note the roughness of some of the painting, probably done without the benefit of taping. (USAF)

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Stinson L-5-VW, 42-98592, seen at stripA-8, Picauville, Normandy, on July 7, 1944. Note the full size invasion stripes, versus those on the Piper L-4s. (William L. Swisher)

HQ Allied Expeditionary Air Force proposes "Invasion Stripes" be discontinued immediately, July 1944. On July 6,1944, HQ Allied Expeditionary Air Force sent SHAEF Forward HQ a request that the provisions of SHAEF Operation Memo. No. 23 for distinctive markings be suspended effective that date. The request continued: Recommend that no further aircraft be given the distinctive markings and that markings already on aircraft be allowed to fade out and not be renewed. If suspension approved request that all Army and Navy Commanders be instructed to inform all troops particularly gun crews that henceforth they can expect to see friendly aircraft without distinctive markings and that absence of the markings can no longer be accepted as an indication that aircraft are hostile. In response, SHAEF Forward, signed Eisenhower, sent the following signal to ANCXF, Main EXFOR, on July 9, 1944: With reference AEAF signal A-124 dated 6th July, 1944. As distinctive markings reduce speed and add to maintenance of aircraft it is desired to suspend SHAEF Operation Memorandum No. 23. Advise earliest date by which you can inform all concerned so that the Memorandum can be canceled from that date. AEAF state it is impracticable to remove markings from all aircraft on one date. National markings remain unchanged.

Northrop P-6IA-5-NO, 42-5563, of the 422nd or 425th NFS, Ninth Air Force, on August 12, 1944. It is now marked only on tbe lower wing and boom surfaces, in accordance with the latest SHAEF orders. (March AFB Museum)

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De Havilland Mosquito NF Mk. XVII night fighter, HK470, of 604 Sq, RAF, that dropped into strip A·S, Picaville, France, on August 13, 1944. It shows how the stripe markings had been removed from the top of the wings and fuselage. This was done to decrease the aircraft's vulnerabil·

ity to enemy gunnery spotters overlooking these strips close to the front line in Normandy. (William L. Swisher)

This signal was followed up by another dated July 30,1944, from the same source, sent to EXFOR, 12 Army Group. This read as follows: 1. Operation Memorandum number 23 refers. 2. Proposed to retain distinctive aircraft markings on the fuselage only and allow markings on the wings to fade out naturally. This to apply only to those aircraft that operate in immediate battle areas. 3. Propose following classes of aircraft do not carry distinctive markings: a. Coastal Command aircraft. b. Shore based Fleet Air Arm aircraft. (unless based in FRANCE.) c. 8th Air Force fighter aircraft. (These aircraft do not operate in close support of the Armies.) d. Fighter aircraft employed exclusively in anti-CROSSBOW operations. (Attacks against V-I sites in Europe - author). e. High altitude photo-reconnaissance aircraft. f. Gliders. 4. Request your concurrence or comments by 030900B. EXFOR MAIN responded on July 31, 1944, stating that: Ref. your signal of 302025B. Subject distinctive markings on aircraft. Proposal agreed.

Noorduyn UC-64A.ND, 43-5363, carrying very low stripes on the bottom of the fuselage. Note that the large fuselage insignia is actually more visible than most of the stripes. Seen at strip A·S, Picauville, Normandy on August 13, 1944. (William L. Swisher)

CHAPTER 6: Distinctive Markings, Invasion Stripes, and Unit Insignia

311

RAF Taylorcraft Auster, serial number N????, overpainted. Unit unknown, but it is carrying the full-size invasion stripes. Seen at strip A·S, Picauville, Normandy, on August 14, 1944 (William L. Swisher)

However, on August 1, 1944, ANCXF (Allied Naval Commander Expeditionary Forces) responded to the SHAEF proposal with the following signal: Yours 302025. Proposal to retain fuselage markings only concurred in but consider this should continue to apply to all classes of aircraft as in your memorandum number 23. Markings have proved valuable to Naval Forces where operations are not confined to Assault Area and to remove them from some classes of aircraft will cause doubt. If it is decided to remove wing markings concede that this should be done in as short a time as possible and all concerned then informed. Somewhat later, on August 7, 1944, HQ Twelfth Army Group (signed Bradley), sent SHAEF Forward the following signal: Reference SHGCT dated 30 July 1944. This Headquarters concurs in the proposed change of distinctive aircraft markings as contained therein. Change No.4 to the Op. Memo No. 13, dated October 13,1944 ordered the removal of all stripes on Allied aircraft, but on October 25, 1944, a TWX from USSTAF to the various fighter commands stated that: The present method of applying distinctive markings on your fighters authorized by SHAEF. By this authority you are authorized to disregard instructions contained in change no. 4 to Operations Memorandum No. 13 (29 April 1944) of HQ ETOUSA dated 13 October 1944. Distinctive Markings on single and twin engined aircraft will be as follows: (A) The under, repeat, under surface of fuselages of single engined aircraft will be painted with five (5) parallel white and black stripes, each eighteen (18) inches wide, with the outside edge of the rearmost band eighteen (18) inches from the leading edge of the tailplane. (B) The under, repeat, under surface of twin engined aircraft will be painted with five (5) parallel white and black stripes, each twenty-four (24) inches wide, with the outside edge of the rearmost band eighteen (18) inches from the leading edge of the tailplane. In other words, this meant that the stripes now disappeared from the top of the wings and fuselages of all fighter type aircraft.

312

u.s. ARMYAIR FORCES

Douglas A·20J-15-Do, 43-21745, aircraft 8U-S, "Irene", of the 646th BS, 410th BG, Ninth Air Force, seen later in the summer of 1944, clearly shows how the upper invasion stripes were painted out on the wings and fuselage after October 25, 1944. (USAF)

The requirements for the distinctive aircraft markings did not come up again until December 5, 1944, when SHAEF MAIN from Robb (RAF Air Marshal J. M. Robb, Deputy Chief of Staff (Air», sent the following message to "MED Allied Air Force for Slessor and Bottomley": Reference MAAF Signal dated December 2. (not retained in this file - author). Identification difficulties have also been experienced in this theatre, and several incidents have occurred recently involving attacks by American fighters against friendly aircraft, sometimes with fatal results. The P. R. Wing aircraft, especially Mosquitoes of Second TAF, have been the chief victims of such attacks and CONINGHAM's request that the aircraft of this wing be allowed to retain the distinctive striped markings used for OVERLORD operations in order to facilitate identification has been agreed. CONINGHAM has recommended that the standard RAF markings be made more distinctive on operational aircraft by widening the yellow ring surrounding the roundels. Agree that this is the best arrangement for fighters and fighter bombers which operate low down but prefer your proposals for remaining day types. If approved request Air Ministry initiate action.

A really rare bird! This is a French designed and built Potez 542, carrying the small invasion stripes favored by the Free French Air Force. It is marked with French roundels on the fuselage and wings, rudder stripes and the Cross of Lorraine on the rear fuselage. Seen at strip Y·9, Dijon/ Long.Vic, France, on October 6, 1944. (William L. Swisher)

CHAPTER 6: Distinctive Markings, Invasion Stripes, and Unit Insignia

313

Final action on SHAEF Operation Memorandum Number 23 came the next day, December 6,1944, when SHAEF released the following document: This is the First Suspension/Cancellation of a SHAEF OPERATION MEMORANDUM. SUSPENSION OF OPERATION MEMORANDUM NUMBER 23, 6th December, 1944 DISTINCTIVE MARKINGS - AIRCRAFT 1. The provisions of Supreme Headquarters, AEF, Operation Memorandum No.23, Distinctive Markings - Aircraft, are suspended effective December 31st, 1944. 2. Except as noted in sub-paragraph 44. below, distinctive markings will be removed where this can be done without damage to the aircraft and with due regard to the materials and time available for this work. 3. Addressees will ensure complete dissemination of the pertinent provisions of this suspension by the quickest possible means consistent with security. 4. All Commanders will particularly ensure that personnel under their command are instructed that:~. The fact that an aircraft of allied manufacture is seen without distinctive markings does NOT necessarily indicate that the aircraft is hostile. Q. For some time Allied aircraft may still be seen carrying distinctive markings, which, with the exception of those in sub-paragraph 4 below, should now be disregarded. £. Faded striping under certain conditions of light closely resembles the German cross. 4. For the purposes of facilitating identification by other friendly aircraft all of the photo reconnaissance aircraft of Number 34 Wing, Second Tactical Air Force will be painted with standard invasion markings until such time as all recipients of this instruction are notified by Air Officer Commanding-in-Chief, Second Tactical Air Force. 5. The removal of these distinctive markings in no way affects the presently prescribed national markings, which will continue to be carried on aircraft. 6. 'In future, should there be a requirement for distinctive markings, application will be made to this Headquarters. By Command of General EISENHOWER. Thus ended the saga of the now famous "invasion stripes." Frankly, they were a testament to the sad state of aircraft recognition throughout the armed forces (on both sides) and that most armed men would rather take the risk of shooting down one of their own aircraft rather than letting a doubtful type escape (the author taught aircraft recognition throughout WW II and later served with the Royal Observer Corps in England, so he was very familiar with the problem). The problem persists to this time, under the euphemism of "friendly fire."

Four North American P·51Ds from the 361st FG, Eighth Air Force, assigned to provide top cover for aircraft of the Ninth Air Force finally able to attack the Gennans in the Battle of the Bulge. The very bad weather that allowed the Germans to make their attack without mitior Allied air attacks, can clearly be seen in this photo. Note that almost all vestige of the invasion stripes has disappeared from these aircraft. The SHAEF order discontinuing their use was dated December 6, 1944, and stated that they were to be discarded on December 31, 1944. Nearest aircraft is a P·51D·10·NA, 44·14358, aircraft E9-K "Princess Geraldine", of the 367th FS, 36lst FG. Squadron colors are a yellow spinner, aircraft nose and rudder. Seen at strip A·64, St. Dizier, France, on December 30, 1944. (William L. Swisher)

u.s. ARMYAIR FORCES

314

UNIT INSIGNIA The USAAF had a long line of squadron and group unit insignias, the history of which went back to World War 1, and continued to add to these during the six years of its existence. They have proved to be a major help in identifying the units to which any particular aircraft belonged. The insignia were supplemented by the aircraft designators added to the vertical tail and wing surfaces of combat aircraft by T. O. 07-1-1, dated April 8, 1941 (see chapter 1). The squadron insignia were used by many units deployed to North

55th FS, 20th FG

Mrica in 1942, but their use was banned soon afterwards, because they gave too much valuable information to the enemy. The official Eighth Air Force appropriate orders specifically stated that "No other identification which might assist the enemy in the identity of units such as Squadron, Group and flight distinctive insignia will be used". However, certain Ninth Air Force units began to use their squadron insignia on their aircraft late in 1944, and more generally in 1945, as the end of the war was in sight. Moreover, the official orders did not prevent the use of such insig-

•

77th FS, 20th FG

79th FS, 20th FG

20tb FIGIlTE!!-BrnBER GRim

343rd FS. 55th FG

62nd FS. 56th FG

78th FG

84th, 78th FG

63rd FS. 56th FG

3rd Air

Division'HQ'~'-'1

USAAF Unit Insignia during World War 2. These unit insignia are of four famous Fighter Groups and some of their Squadrons, assigned to the 8th Air Force in England, during 1942-1945. The 20th FG was in the 67th Fighter Wing of the 1st Air Division, the 55th and 78th FGs were in the 66th Fighter Wing of the 3rd Air Division, and the 56th was in the 65th Fighter Wing of the 2nd Air Division. Note that the insignia shown here are the WW2 ones. and have been superseded by later ones in some cases. The insignia of the 3rd Air Division HQ completes the page.

CHAPTER 6: Distinctive Markings, Invasion Stripes, and Unit Insignia nia on buildings, vehicles, etc., at the bases of the various combat units, for purposes of esprit-de-corps. As a result many hundreds of new unit insignia were approved during World War 2, but rarely seen by the public. The Walt Disney Studios created many of these insignia and still holds their copyright. In view of their general absence from USAAF aircraft, we have only included a representative selection of these unit insignia, all in color. These particular insignia were available at the USAF files in Maxwell Air Force Base during the author's visit in 1968: they were

J

315

the original art work painted on large panels approximately two feet square. Note: a very complete accounting of the USAAF unit insignia can be found in two works authored by Dr. Maurer Maurer of the USAF Historical Division, Air University: 1. Combat Squadrons of the Air Force, World War II, pub.1969. 2. Air Force Combat Units of World War II, pub.1960. Both of these works are available from time-to-time: all of the insignias are presented in black and white, with the colors described in heraldic terms.

3~i~

FI~HTEQ

SQUADQON

}~2" rI~HT(Q

SQlJADQQN

358th FS, 355th FG

355th FG"

3S9th FS, 3S6th FO

354th FS, 355th FG

357th FS, 355th FG

362nd FS, 357th FG

363rd FS, 357th FG

360th FS, 356th FG

322nd BS, 91st BG

323rd BS, 91st BG

These insignia are from four Fighter Groups and one Bomb Group of the 18th Air Force. The 353rd FG and 357th FG were part of the 66th Fighter Wing, of the 3rdAir Division, the 355th FG part of the 2nd Air Division, and the 356th FG part of the 67th Fighter Wing, 1st Air Division. The 91st BG was part of the 1st Combat Bomb Wing, 1st Air Division.

U.S. ARMY AIR FORCES

316

,l' 44th BS, 40th BO 3.!71!J MJ./IM/!{)MENT SOil (l./IAAF

326 BOMB SQ. (H)

92nd BO

325th

as, 92nd BO

329' b.l.3ombardlllclf1/ SQuadnJIIU(,).

93rd BO

94th BO

326th BS, 92nd BO

331st'BS. 94th BO

332nd BS, 94th BO

327th BS, 92nd BO

330th BS, 93rd BO

333rd BS, 94th BO

These insignia are all from 8th Air Force units, except for the 44th BS, 40th BO which was assigned to the 20th Air Force, initially in India and then on Tinian Island. This unit used B-29s. The 34th BO was assigned to the 93rd Combat Bomb Wing, 3rd Air Division, the 92nd BO to the 40th Combat Bomb Wing, 1st Air Division, the 93rd BO to the 20th Combat Bomb Wing, 2nd Air Division, and the 94th BO was part of the 4th Combat Bomb Wing, 3rd Air Division.

CHAPTER 6: Distinctive Markings, Invasion Stripes, and Unit Insignia

95th BG

303rd BG

317

339th BS, 96th BG

358th BS, 303rd BG

360th BS, 303rd BG

534th BS, 306th BG

30'" STATlO~

CO~I/'t.LMFNT SoI!'ffi(N ~

9" DE POT SUPPLY SOON.

31st Air Depot Group

In STRATU\\C AIR: DlPOT AAF 1'.T". 595 'I\Pe 636

....._ _-'"LaJ·Sw'&!!J\[IL.

.......

The 95th BG served with the 13th Combat Bomb Wing, and the 96th BG with the 45th Combat Bomb Wing, both assigned to the 3rd Air Division. The 303rd BG served with the 41st Combat Bomb Wing, and the 306th BG with the 40th Combat Bomb Wing, both of the 1st Air Division. The 13th, 22nd, and 27th PRS units were part of the 7th PRG. All units were part of the 8th Air Force. Final four insignia are from the often forgotten support units, also of the 8th Air Force.

7 Standard AAF Color Shades Development and Usage COLORS: The use of finishes of particular hues, tints, or shades to give a distinctive finish to differentiate and identify individual aircraft. Perhaps no other area of camouflage, markings and color schemes on aircraft is so controversial as that describing the actual shade of the various colors used from time to time. By the time the USAAF was formed a very complete set of standard gloss and camouflage colors were available. This stemmed from the continual striving for uniformity in their colors by the Air Service and the Air Corps, from the very beginning of large scale aircraft production in 1917. This chapter covers the development of the various standard colors used by the AAF, from just prior to its entry into World War II, until it became the US Air Force in September, 1947. To clearly follow the evolution of these colors, it is necessary to understand that during this time period that the War Department's authority only covered the Army and the AAF, as a part of the Army. The Navy was covered by its own department and issued its own color standards. Both departments had their own cabinet secretary. Not until the National Security Act, of July 1947, was the present Department of Defense, covering all of the nation's military branches, formed. This resulted in a single Secretary of Defense at cabinet level. Eventually a single color standard, Federal Specification No. TT-C-595, was issued on January 12,1950, as a mandatory requirement for all Federal agencies. However, by the 1940s, the Army and the Navy had done a considerable amount of joint research and issued several common

color standards. These cooperative efforts were to lead to several noteworthy changes in the USAAF standard color shades, and are discussed fully in the following text. Before entering into the discussion of the standard color shades, it is also necessary to cover some fundamentals problems that crop up all the time in arriving at mutually agreed-on color standards. One problem that comes up all the time is that many people are color-blind to some extent. Unfortunately, males are effected more than females by color-blindness; apparently, no less than one in every four males are color-blind to some extent. Regrettably, many of them have never taken a color test and are quite unaware that they have such a problem; this, of course, makes any judgment by them on true colors almost impossible. A major problem in dealing with colors is that of nomenclature, because it is quite impossible to define a color shade precisely by words. It is only necessary to check the list of color names called out in standard reference works such as "A Dictionary of Color" by A. Maerz and M. Rea Paul, published by McGraw-Hill Book Company, Inc. in 1930, or "The ISCC-NBS Method of Designating Colors and a Dictionary of Color Names" by Kenneth L. Kelly and Deane B. Judd, published by the National Bureau of Standards as Circular 553 (available from the U. S. Government Printing Office, Washington 25, D. C.) to realize the size of the problem. Finally, a word of caution; do not assume that the USAAF was prepared to accept batches of paint that did not meet its standard color requirements. For example, ANA Bulletin No. 102b, dated April 30 1945, Army-Navy Aeronautical Bulletin, Lacquer; Cellulose Nitrate, Spec. AN-L-29, states:

lb. The listing of products in this bulletin does not waive the inspection requirements of the specification. The furnishing of paint which proves to be unequal to the test samples submitted, may be sufficient cause for removing the product and the manufacturer's name from the list. 2. The failure of a product furnished by the parent company or any authorized plant or affiliate will result in the removal of the product from the approved list and thus prohibit the furnishing of the material by either the parent company and its plants or affiliates until such time as satisfactory requalification has been completed by the parent company.

318

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319

Color photographs reproduced with varying degrees of accuracy in various books and magazines during the last fifty years have been offered as evidence of variations in USAAF standard colors, not to mention such fanciful creations as bright blue P-51s in the Eighth Air Force in England. These variations are mainly due to indifferent color separations and/or variation of inks used in the color printing process. The author has not found any evidence of such color variations in viewing original USAAF color material. Variations from regulation paint schemes and colors did exist in the field, particularly in the early days of the Pacific war theater, but this was under dire combat conditions and most decidedly not the norm for the USAAF.

Original War Department Spec. No. 3-1 still in use, July 1941 The War Department's original standard for paint and related materials, for use by the Army and all of its branches, was specification No. 3-1, dated November 28,1919, but it was not made mandatory for use by the Air Service until July 19, 1922. The relevant portion of the "General Conditions" stated: This general specification relates to and is a part of each and every War Department specification for paints and related materials except as may be otherwise specifically stated in such individual specification. Also: Color designations in War Department specifications and publications refer to the color chart attached. Flat or gloss finish when specified shall take precedent over the finish which the color card may present. Requirements for color include those for shade and tone. Enclosed with the specification was a color card, entitled, "Color Card Referred to in general specification for Paint and Related Materials," and titled "Supplement to No. 3-1 and Revisions thereof." This color card had a long life, for it was not superseded by a later one until April 1943. Although the color card showed twenty-four different glossy color chips, it did not include either black ~r white. Of the twenty-four colors, only Flat Bronze Green, Color Chip 9 was still being used by the AAF (as an anti-glare coating) in 1941. All other colors (these being solely gloss colors) had been superseded by those in the joint Army-Navy Porcelain Color Plates, issued in September 1938

Army-Navy Porcelain Plates, September 1938 Sets of the new joint Army-Navy porcelain enamel (gloss) aircraft color standards were issued to the major paint manufacturers at the end of June 1938.The letter to the manufacturers stated: These plates are standard for both services and are to be used for the color control of all paint materials furnished the Air Corps or Air Corps' contractors on and after September 1, 1938, unless the shade represented by the former Army Porcelain Enamel Color Plates is specified for the purpose of completing an existing order. With the exception of the Light Blue shade now represented by the True Blue plate, the colors are in quite close agreement with the former Standards and will require only slight pigment modifications to effect the change. Paints produced in colors represented by the Lemon Yellow, Willow Green and Aircraft Gray are not used by the Air Corps. International Orange has been used only in ready mixed paints for obstacle markings and Cream for dope in accordance with Spec. 3-159. These porcelain plates probably represent the most accurate method in physical form of matching colors and surviving sets were still in use in the mid-1960s for supplying paint to the services, despite the many changes made to the later color standards issued since 1938. Each set of the porcelain enamel standards contained fifteen plates of the following shades:

International Orang;e

Instrument Black

Insig;nia Red

Lemon Yellow

Insig;nia White

True Blue (replaced Lig;ht Blue No. 23)

Insignia Blue

Gloss Black

Eng;ine Gray

Orang;e Yellow (replaced Yellow No.4)

Maroon

Olive Drab

Aircraft Cream

Blue Green

Aircraft Gray

U.S. ARMYAIR FORCES

320

One color not provided in these porcelain plate standards, was Flat Bronze Green, color No.9 on the Color Card Supplement to 31. The Flat Bronze Green was then being used as an anti-glare coating for natural metal finished aircraft, per Spec. 98-24113-A. The author was fortunate enough to see one of the sets issued to a major paint manufacturer, together with a copy of the letter issuing it to them. These porcelain plates were approximately postcard size, of concave shape, with the color baked in, presenting a beautiful clean, pure color. The method of use was to put a drop or small quantity of the color being checked into the hollow of the porcelain plate and allow it to dry. When it was dry it would be immediately apparent if it matched the sample or not. After the sample had been checked, it could be removed by wiping over with the requisite solvent.

These new gloss colors remained exactly the same for the new ANA Bulletin No.166, issued in December 1943 (the actual colors remained in use until the issue of ANA Bulletin No.166d in March 1959, so they had a very long life). There were significant changes to three of the earlier Air Corps gloss colors with the issuance of these plates. The red became considerably brighter and more yellow than previously, while the yellow became an almost straight medium yellow shade, losing the orange it previously used. The greatest change was in the light blue shade No. 23, as it was replaced by the Navy true blue color, which was a much darker blue without any green in it. This meant that all of the AAF trainer aircraft painted almost three years later, in the blue and yellow paint scheme, used the Navy True Blue color and the new Orange Yellow.

Development of the AAF Camouflage Colors TheAAF camouflage color standards were the same as those developed for the Air Corps' combat aircraft. These had resulted in the issue of Bulletin No. 41, Color Card for Camouflage Finishes, on September 16, 1940. However, development of the necessary flat camouflage colors had begun as early as 1926 with the use of commercial water color paints mixed to suit local conditions. As a result, a new specification, No. 14057, "Paint, Water, Dry," was issued on April 3, 1931 to cover the use of such temporary camouflage finishes. No colors were originally specified, the specification merely stating that the colors should be mixed to match those specified in the color card supplement to 3-1, the only color being used at that time being olive drab. As tests continued on the temporary camouflage finishes several suitable colors were evolved, culminating in the issue of Spec. 14057C, on December 27,1939. This listed the same colors as previously and added a new shade No. 34, Rust Brown, intended to provide an additional color for use in autumn camouflage. The shades, together with the associated Munsell Color Notation, were as follows:

Shade No. 25 26 27 28 2Y 30 31 32 33 34

Shade White Sand Light Blue Sea Green Dark Blue Dark Green Dark Olive Drab Neutral Gray Black Rust Brown

Munsell Notation N9 5YR 7/4 5B 7.6/4 1G 2.8/3 4B 2JV3 4G 2.4/1.8 8Y 3.6/3 N5 N2 5YR 3/4

(Note: the Munsell Notations were changed completely from the 1929 ones to the current (post 1942) one, so it is only possible to check these color shades against a 1929 edition of the colors; the author had access to a 1929 edition to check the actual color shades. It is worth noting that this was the first use of Munsell Color Notations in an official Air Corps specification). Spec. 14057-C continued to be used by the USAAF and was not finally canceled until 1954, although it had long since ceased to be used prior to that date. Bulletin No. 41 Color Card issued, September 1940 One of the chief items studied in the development of permanent camouflage finishes for the Air Corps, under Study No. 42, was suitable matt shades of color for the camouflage. Tests were run on various shades, using water paint and other types of lacquer and enamel finishes then being developed simultaneously. The results of Study No. 42 culminated in the issue of the Air Corps Bulletin No. 41, dated September 16,1940 (one day after the decisive combat between the Royal Air Force and the Luftwaffe in the Battle of Britain). Entitled "Color Card for Camouflage Finishes," it contained eight card color chips, each one inch by three inches (2.54 x 7.62 em) in size. The new colors were:

Dark Olive Drab No. 41

Insignia Red No. 45

Medium Green No. 42

Insignia White No. 46

Neutral Gray No. 43

Insignia Blue No. 47

Black No. 44

Identification Yellow No. 48

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321

ARMY AIR FORCES BULLETIN No. 41 SEPTEMBER 16, 1940

COLOR CARD FOR CAMOUFLAGE FINISHES

DARK OLIVE DRAB No.41

MEDIUM GREEN No.42

NEUTRAL GRAY No.43

BLACK No.44

INSIGNIA RED No.45

INSIGNIA WHITE No.46

INSIGNIA BLUE No.4?

IDENTIFICATION YELLOW No.48

ARMY AIR FORCES BULLETIN No. 41-A OCTOBER 1, 1942

SAND No.49

322

u.s. ARMYAIR FORCES

Two new finishing materials were produced to cover the new camouflage colors; camouflage pigmented nitrate lacquer to Spec. 14105 and camouflage pigmented nitrate dope to Spec. 14106. In these specifications, the following pigmentations were called out for the shades of Bulletin No. 41: Dark Olive Drab No. 41 - optional Medium Green No. 42 - optional Neutral Gray No. 43 - titanium dioxide, yellow iron oxide, lamp black. Black No. 44 - carbon black Insignia Red No. 45 - toluidine red Insignia White No. 46 - titanium dioxide (chalk resisting type tinted with iron blue) Insignia Blue No. 47 - iron blue, titanium dioxide (chalk resisting type) Identification Yellow No. 48 - lead chromate, type 11 These new colors became the standard ones for all of the USAAF combat aircraft just prior to America's entry into World War II. On October 1, 1942, AAF Bulletin No. 41-A was issued, adding a new color, Sand No. 49. These colors continued unchanged until their replacement by Army- Navy Aeronautical Bulletin No. 157, dated September 28, 1943, titled "Colors; List of Standard Aircraft Camouflage". A comparison of the Bulletin No. 41 shades with the earlier Spec. 14057-C shades with the same name, but different numbers, shows that the dark olive drab No. 41 was lighter and slightly greener than the water paint No. 31 version. The neutral gray No. 43 was the same as No. 32, and black No. 44 was the same as No. 33. The Bulletin No. 41 colors were used by the AAF just prior to the entry of the USA into World War II and essentially through the end of 1943, so they were destined to be used in enormous quantities and to be seen world-wide.

Bulletin No. 48, Color Card for Temporary Camouflage Finishes, May 1942 The AAF had found it necessary to continue the use of temporary camouflage finishes for some aircraft in service, using the Spec. 14057C dry water paint. They finally issued another color card covering those colors as Bulletin No. 48, dated May 1942. No changes were made to the previous shades or their numbers in Spec. 14057-C, but this did allow for a much wider distribution of the color chips to the rapidly expanding aviation industry. The new Bulletin remained in use for the remainder of the existence of the AAF.

Bulletin No. 41 Amendment No.1 adds Sand No. 49, August 1942. This amendment added the first new color to the existing camouflage finish colors since 1940, this being Sand No. 49. This was obviously going to be required for the planned invasion of North-West Africa, which finally occurred in October 1942. The color was darker and slightly more brown than the old Air Corps Sand shade no. 26, evolved from the tests run in the Antelope Valley, California, in 1935. The new amendment contained only the single chip. The new color was only used in any quantity in North Africa and did not get used in any of the other war theaters.

Bulletin No. 41-A incorporates Sand No, 49, October 1942 A new issue of Bulletin No.41 was issued as No. 41-A, dated October 1,1942, and included the new Sand No, 49 color chip. No other changes were made. This issue of Bulletin No. 41 continued in use until superseded by Army-Navy Bulletin No. 157 on February 19, 1944. .

Northwest African Air Forces use special theater camouflage, March 1943 In Chapter 2, the use of special theater camouflage by the Northwest African Air Forces was fully described. This description refers to colors specified in a tentative Corps of Engineers, US Army, specification No. T-1213, Amendment No.1, dated February 5, 1942. The colors used for the theater camouflage were: Earth Yellow, Earth Red, Earth Brown, Field Drab, Light Green, Olive Drab, Sand, Blue, and White. This specification was never used by the USAAF and it is not clear why the colors called out in Spec. 14057-C were not used instead. It was most probably a logistic problem, especially considering that the entire camouflage was designed by the Engineers-Section, US Army in Northwest Africa, rather than by the AAF. The resulting paint schemes used on the P-38, P-40, A-20, B-25, and B-24 aircraft have caused much conjecture during the last fifty-odd years. The required color chips have never been seen publicly prior to this work. The Corps of Engineers colors were incorporated into a new, revised color card supplement to U. S. Army Spec. No.3-I, issued in April,1943, described in the following paragraphs.

Color Card supplement to U. S. Army Spec. 3-1 revised, April 1943 As related above, the US Army finally issued a revised color card supplement to Spec. No.3-I, dated April 21, 1943. All earlier versions of the color card had been a sheet approximately eight inches by ten inches, folded into five inches wide, containing twenty-four color chips on the two inside pages. The new version was now a stapled book of eight card sheets, approximately eight inches wide by ten inches high. The first three sheets contained twenty-eight gloss color chips, the next sheet contained twelve semi-gloss color chips, then there were three sheets containing thirty-two lusterless color chips.

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323

ARMY AIR FORCES BULLETIN No. 48 MAY 26,1942

COLOR CARD FOR TEMPORARYCAMOUFLAGE FINISHES

WHITE NO.25

SAND NO.26

LIGHT BLUE NO.2?

SEA GREEN NO.28

DARK BLUE NO.29

DARK GREEN NO.30

DARK OLIVE DRAB NO.31

NEUTRAL GRAY NO.32

BLACK NO.33

RUST BROWN NO.34

There was an addenda of three pages listing all of the color derivations from, or used by, the following units: U. S. Engineers, Rivers and Harbors, Mississippi River Division U. S. Engineers, Rivers and Harbors, Ohio River Division U. S. Engineers, Rivers and Harbors, Floating Equipment Division ANA-Army-Navy Aircraft-Gloss and Camouflage Colors Of the gloss colors, only No. 118, Air Force Blue, is of interest here: it replaced the old Spec..3-l Light Blue No. 23. None of the semi-gloss colors were pertinent to the AAF, but the lusterless colors were either then in use by the AAF or used in the new, forthcoming ANA Bulletin No.l57, (discussed later in this chapter). The following table is the page from the addenda covering the lusterless colors:

u.s. ARMYAIR FORCES

324

COLOR CARD SUPPLEMENT TO U.S. ARMY SPECIFICATION No.3-1 NOVEMBER, 1919

BRONZE GREEN NO.9

COLOR CARD SUPPLEMENT TO U.S. ARMY SPECIFICATION No.3-1 Revised APRIL 21, 1943

EARTH BROWN NO.302

FIELD DRAB NO.303

EARTH YELLOW No.305

SAND NO.306

LIGHT BLUE No.30?

EARTH RED NO.312

OLIVE DRAB NO.319

LIGHT GREEN NO.321

CHAPTER 7: StandardAAF Color Shades Development and Usage Color Card Supplement to Army Spec. 3-1, revised April 1943 LUSTRELESS COLORS New

u.S.

Color

Army Engrs. Spec. No. Color No.

u.S.

ANA

301 302

TAC ES·680

Class 215 3-67 & 3162

5 4&5

303 304

Dark Earth Middlestone

6

Class 220

306

3

Class 212

3-67 & 3162 Azure Blue No Army Std. Class 207

310 Dull Red

311 312

3-67 & 3162

Earth Red Aircraft Sand Insignia Red

315

316 317

3-67 & 3162

Thayer Blue Maroon

Class 206

8

313

314

Earth yellow Sand Light Blue

308 309

Black

.............................. Light Brown Classes 216 & Field Drab 249

305

307

Also Called

Orange Yellow

Desert sand Red Class 217

Orange

Class 213

Yellow Forest Green

325

U.S. ARMYAIR FORCES

326

318 319

..................... ............... Medium 3-67 & 3162

..............................

Dark Green

9

Green Olive Drab

Class 204

.......................

2

.........................

Class 208

Medium Green

320

.....................

321

..................... ............... Interior Green "Cockpit Green"

..............................

Light Green Green

323

3-67 & 3- ............... ......................... .............................. 162 ..................... ............... Sky Gray .............................. .......................

324

..................... ...............

325

322

.............................. .......................

..................... ...............

Insignia Blue Sea Blue

326

..................... ...............

Sea Gray

.............................. .......................

327

No Army Std.

328

..................... ............... .........................

329

..................... ............... Intermediat .............................. .......................

.............................. .......................

............... ......................... .............................. Class 205

Slate Gray Blue Drab

e Blue

330

..................... ............... .........................

331

.............................. Blue Gray 3-67 & 3- ............... Light Gray 162 No Army ............... ......................... .............................. Haze Gray

332

Class 209

Ocean Gray

Std.

The colors referred to in the Northwest Africa theater camouflage scheme were as follows: Earth Yellow - 305 Earth Red - 312 Earth Brown - 302 Field Drab - 303 Light Green - 321 Olive Drab - 319 Sand - 306 Blue - 307 Also it has to be noted that the AAF finally lost the Flat Bronze Green No.9 shade, as it was dropped from this version of Spec. 3-1. At this time, almost all AAF aircraft were either painted gloss colors or camouflaged, Only natural metal trainers, such as the T-6, used the shade 9 color as an anti-glare finish.

ANA Bulletin No. 157, Standard Aircraft Camouflage Colors issued, September 28, 1943 Army-Navy Aeronautical Bulletin. Colors; List of Standard Aircraft Camouflage Colors was finally issued on September 28,1943. This resulted from the many meetings of the lAC committee during 1943 and early 1943, and completely superseded the AAF Bulletin 41 camouflage colors and any other color standards for the listed colors for Army and Navy aeronautical use. The new colors are listed below:

CHAPTER 7: StandardAAF Color Shades Development and Usage

327

ANA BULLETIN No. 157 SEPTEMBER 28, 1943 ARMY-NAVY AERONAUTICAL BULLETIN COLORS; LIST OF STANDARD AIRCRAFT CAMOUFLAGE

601 INSIGNIA WHITE

602 LIGHT GRAY

603 SEA GRAY

604 BLACK

605 INSIGNIA BLUE

606 SEMI-GLOSS SEA BLL1E

607 NON-SPEC. SEA BLUE

608 INTERMEDIATE BLUE

609 AZURE BLUE

610 SKY

611 INTERIOR GREEN

612 MEDIUM GREEN

613 OLIVE DRAB

614 ORANGE YELLOW

615 MIDDLESTONE

616 SAND

U.S. ARMYAIR FORCES

328

ANA BULLETIN No. 157 SEPTEMBER 28, 1943 & ADDITIONS TO AUGUST 20, 1946 ARMY-NAVY AERONAUTICAL BULLETIN COLORS; LIST OF STANDARD AIRCRAFT CAMOUFLAGE (CONTINUED)

617 DARK EARTH

618 DULL RED

619 INSIGNIA RED

621 DARK GULL GRAY

622 JET

623 GLOSSY SEA BLUE

COLOR NO.

601 602 603 604 605 606 607 608 609 610 611

612 613 614 615 616 617

618 619

COLOR NAME Insignia White Light Gray Sea Gray Black Insignia Blue Semi-Gloss Sea Blue Non-Specular Sea Blue Intermediate Blue Azure Blue Sky Interior Green Medium Green Olive Drab Orange Yellow Middlestone Sand Dark Earth Dull Red Insignia Red

620 LIGHT GULL GRAY

I

CHAPTER 7: ~tandardAAF Color Shades Development and Usage

329

The new color chips now came in the form of stiff cards, slightly smaller than four inches by six inches. Each set had its own number, which was also printed on the reverse side of each chip, together with the chip's color number and name. Each chip was housed in an envelope printed with the same data, plus the actual date of its manufacture. The envelopes were housed in a special four pin heavy flexible binder, imprinted with the title "ARMY-NAVY Aircraft Camouflage Standard Colors", and the date of issue, May 1943. This date requires some clarification as the Bulletin was not issued until September 1943. Many thousands of these color sets were required for issue to all concerned: the author has seen sets numbered as low as 620 and as high as 5400. As each set contained nineteen colors, this would require the manufacture and checking of well over 100,000 color cards. This of course required the manufacture of sufficient paint for the new colors, each one being as close to the actual color as possible. In the middle of the war this was a major task, and as a result the new standards did not reach the major manufacturers until October or November, 1943.

Camouflage Color Narne

Sep. 16,

3-1 Revised Apr. 21,

1940

1943

Bulletin 41

t- '-'-~'; ';:~'; ";(; ;J.: ~:_~_~_ue_n(_~_~_~_)_(se _-+Olive Green (see note b)

--+

ANA 157 Sep.28, 1943

TT-C-595

Jan. 12, 1950

r@@@III,Wii;;;;;;;rwjl;;;:;:;llil;;;;;;;liwi;;;:;:;i41 624

FS 595 Mar. 1, 1956

FS 595B Dec. 15, 1989

34079

34079

37038 31136 37875 35044 33538 30279 36440 36118 25042 35042 35164 35231 34424 34151 34087 33538 30266 30118 30109 31136 36440 36231 17038 15042

37038 31136 37875 35044 33538 30279 36440 36118 25042 35042 35164 35231 34424 34151 34088 33538 30266 30118 30109 31136 36440 36231 17038 15042 I -_ _

~

-

NOTES

(a). In the FS 595, Mar. 1, 1956, column, none of the colors are identical with the previous TI-C-595 colors. (b) ANA Colors 620 through 624 were added in ANA 157b, dated August 20, 1946. No chip was ever issued for ANA Color 624, and its purpose has never been published. Chart showing the evolution of the USAAF official Camouflage Color shades. All of the color shade numbers have been taken from the official charts provided in the various documents listed. These differ considerably from various published, un-official, listings. Particularly note the comment in note (a) above. The colors in Bulletin No. 41, 3-1, ANA 157, and TI-C-595 are only identical when shaded. If a number is not shown, the color had been superseded by a new one, or dropped from use. The two main original USAAF camouflage colors, Dark Olive Drab No.41, and Neutral Gray No. 43, were superseded by ANA 613 Olive Drab, and ANA 603 Sea Gray, respectively. Note that the number for Olive Drab was changed in FS 595B.

The paint specifications also had to be modified to match the new requirements before they could be released to the paint industry for manufacturing the new colors. As a result, it was not until early 1944 that supplies of the new colors began to reach the aircraft manufacturers. However, by then (as related in Chapter 2) the AAF had decided it no longer required camouflage on the majority of its combat aircraft! As a result, none of the aircraft going to the European and Mediterranean theaters were camouflaged in the new ANA613 Olive Drab and ANA 603 Sea Gray (the replacements for the earlier Dark Olive Drab No. 41 and Neutral Gray No. 43). This meant that when stocks of the earlier colors ran out in England, the Eighth and Ninth Air Forces used the equivalent British colors when required. For example, when it became necessary to overpaint the "Invasion Stripes" on the top of aircraft some time after D-Day, if Dark Olive Drab was not available, then the RAF equivalent Dark Green paint could be used.

u.s. ARMYAIR FORCES

330

It needs to be emphasized here that the new ANA 613 Olive Drab was a different color than the earlier Dark Olive Drab No. 41, being a somewhat lighter shade. The difference is very apparent on a large area such as a B-17 or B-24 aircraft. (The story behind this change is given in Chapter 3, under the heading "Army requests that Dark Olive Drab be superseded as the new standard aircraft camouflage color by a different one, February 18, 1943"). The same comment applies to the new ANA 603 Sea Gray which replaced the Neutral Gray No. 43, because the Sea Gray contained a distinct blue tint. This was because the Sea Gray actually came from the British Extra Dark Sea Gray color, whereas the AAF

Neutral Gray No. 43 was a mixture of black and white only, containing no blue at all. This difference between the AAF Bulletin No. 41 and ANA 157 colors is emphasized here, because since World War II practically all model and full-size paints have been based on the ANA or later (TT-C-595 and FS-595) standards. Regrettably, this has resulted in almost every full-size, replica, and model aircraft depicting the AAFs main combat aircraft, being painted in incorrect colors! (Coincidentally, the same problem applies to almost all of the US Navy World War II colors, but that is outside the scope of this work).

ANA Bulletin No. 166, Standard Aircraft Glossy Colors, issued December 4, 1943 The second color standard to be issued as a result of the lAC 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:

COLOR NO.

COLOR NAME

501 502 503 504 505

Light Blue (formerly called True Blue) Insignia Blue Light Green (formerly called Willow Green) Olive Drab Light Yellow (formerly called Lemon Yellow)

506 507 508 509 510

Orange Yellow Aircraft Cream International Orange Insignia Red Maroon

511 512 513 514 515

Insignia White Aircraft Gray Engine Gray Instrument Black Gloss Black

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. It should be noted that the Olive Drab No. 504 did not change its shade, unlike the Olive Drab No. 613 camouflage color called out in ANA Bulletin No. 157.

Revised ANA Bulletin No. 157a, lists AAF, Navy, and British equivalent or superseded colors, and changes color 619 to "Bright Red" from "Insignia Red," March, 1944. On March 24,1944, a revised ANA Bulletin No. 157a, StandaIQAircraft Camouflage Colors, added a table showing theAAF and Bureau of Aeronautics colors equivalent to or superseded by these standard camouflage colors. The British nearest equivalent colors were also listed and were those for which the AN standard colors could be substituted. The name of color 619 was changed to read "Bright Red" in place of "Insignia Red". A paragraph titled "Color Match" was also added and read as follows: In order to determine color matches the subject standards shall be compared with the dry paint film under test by viewing under diffuse daylight illumination. The illumination shall be equivalent to International Commission on Illumination IIIuminant "C" obtained from north sky light or suitably filtered artificial sources. The line of sight should be normal to the plane of the specimen and the standard. No water, oil or other means of moistening the surfaces shall be used. Color standards should be handled by the edges and suitable precautions taken to minimize drift due to exposure, soil, rubbing or other cause.

J

CHAPTER 7: StandardAAF Color Shades Development and Usage

ANA BULLETIN No. 166 DECEMBER 4 1943 ARMY-NAVY AERONAUTICAL BULLETIN COLORS; LIST OF STANDARD AIRCRAFT GLOSSY

501 LIGHT BLUE

502 INSIGNIA BLUE

503 LIGHT GREEN

504 OLIVE DRAB

505 LIGHT YELLOW

506 ORANGE YELLOW

507 AIRCRAFT CREAM

508 INTERNATIONAL ORANGE

509 INSIGNIA RED

510 MAROON

511 INSIGNIA WHITE

512 AIRCRAFT GRAY

513 ENGINE GRAY

514 INSTRUMENT BLACK

515 GLOSS BLACK

331

U.S. ARMYAIR FORCES

332 The added table read as follows:

A-N Aircraft Standard

Nearest Equivalent ARMY AIR FORCES (1)

or Superceded Bureau of Aeronautics

Color British (2)

601 Insignia White 602 Light Gray 603 Sea Gray

Insignia White 46

Insignia White Light Gray

White

604 605 606 607

Black Insignia Blue Semi-Gloss Sea Blue Non-Specular Sea Blue

Neutral Gray 43

Black 44 Insignia Blue 47

608 Intermediate Blue 609 Azure Blue 610 Sky 611 Interior Green 612 Medium Green 613 Olive Drab 614 615 616 617 618 619

Orange Yellow Middlestone Sand Dark Earth Dull Red Bright Red (formerly called Insignia Red)

Black Insignia Blue Semi-Gloss Sea Blue Non-Specular Sea Blue, Dark Blue and Blue Gray Intermediate Blue Light Blue

(3) Medium Green 42 Dark Olive Drab 41

(3) Light Green

Identification Yellow 48

Orange Yellow

, Extra Dark Sea Gray, Dark Sea Gray and Ocean Gray Black Dull Blue

Azure Blue and Deep Sky Sky (3) Dark Slate Gray and Dark Green Yellow Middlestone

Sand 49 Insignia Red 45

Insignia Red Insignia Red (4)

Dark Earth Red

NOTES:(I) AAF Bulletin No. 41 (2) Ministry of Aircraft Production Color Standards. (3) 611 Interior Green is intended for standardization of the product obtained by tinting zinc chromate primer, Spec. AN-TT-P-656, for shop coat or interior finish purposes. (4) 619 Bright Red (formerly called Insignia Red) is intended for use as specified by the Bureau of Aeronautics.

Addition of Jet No. 622 (Gloss Black) color to T. O. 07-1-1, issued April 25, 1944. As related in Chapter 3, USAAF had developed a new highly glossy black paint for painting the undersurfaces of its night operating aircraft, such as the P-70 and P-61 night fighters and the "Carpetbagger" B-17s and B-24s in England. It was also used for the undersurfaces of the night operating B-29s in the last year of the Pacific war. The Engineering Division at Wright Field assigned the new paint the designation Jet No. 622, and on March 15, 1944 stated that it would be added to ANA Bulletin No. 157 as soon as possible (in the event, this did not happen until the issue of ANA Bulletin No. 157b on August 20, 1946, or more than a year after the end of hostilities).

ANA Bulletin No. 166a, does not change any colors, but confirms that sets of the Army-Navy Porcelain Enamel Panels were no longer available, June 6, 1946. The last issue of the standard aircraft glossy color bulletin was ANA Bulletin No. 166a, issued on June 6, 1946. This did not contain any new colors, but stated that the earlier Army-Navy porcelain enamel panels were no longer available for distribution. They were to be supplemented by new sets of cardboard enamel panels, of the same type as those used for ANA Bulletin No. 157. As this issue of Bulletin No. 166 remained in effect until the end of the AAF, it meant that there had never been any change in the gloss colors used by the service throughout its entire life of some six years.

ANA Bulletin No. 157b adds five new colors and deletes the nearest equivalent color listing of the British Ministry of Aircraft Production Color Standards, August 20, 1946. The next issue of ANA Bulletin No. 157 was not released until the war was well over and the USAAF was shrinking at a tremendous rate, to its initial peace-time size. It added no less than five new camouflage colors, none of which superseded any earlier colors. The new colors were:

CHAPTER 7: StandardAAF Color Shades Development and Usage

333

Color Number Color Name 620 Light Gull Gray 621 Dark Gull Gray 622 Jet 623 Glossy Sea Blue 624 Olive Green ANA 622, Jet, was the only one of these new colors to be used by the AAF, the remainder were Navy colors. Olive Green 624 was never called out in any AAF specs. and no ANA chip was issued for it, so its purpose remains unknown (an equivalent color was not called out when the new TT-C-595, Colors; (For) Ready-Mixed Paints was issued on January 12, 1950). This concludes the story of the standard colors used by the AAF throughout its life and during the biggest conflict in world history.

Gloss Color Names

FS 595 Mar. 1, 1956 13594 13594

FS 595B Dec. 15, 1989 13594 13594

11136

11136

Lil!, t Blue (see note b) : ' S Q 1 : : : : : : : : : \ / ?1$~n\\/:::::\ 15102 Lil!, t Green (see note c) :::'S0:3.\)/::::\/:1400r\\::::/: 14187 Light Yellow (see note d):'SQS\\:::::::/:111U:::\::::::/ 13655

15102 14187 13655

Aircraft G r a y : ' S t t / : : : : : : : : : / /16itf::::::/\ 16473 /'S14\:)::::://::21Hl\):: 27038

16473 27038

Strata Blue (see note 0 : ' S 1 6 : : : : : : : : \ / /

15045

3-1 Nov. 28, 1919

3-1 Revised Apr. 21, 1943

ANA 166 Dec. 4, 1943

TT-C-595 Jan. 12, 1950

Ivory Cream 421::::\:::::/:::\\::::'SO:W\:::::::/// ::114$\:)):::) Colonial Yellow 2 127 1745 Buff :\116::::::::::::))://: :\na,f/://// :::Hl:a1n:/(~ij31t:::/J Ye l l o w ) f \ : : : / / / / / / ::a20\:://:\:::::\::::'SOO:::::\:::\:\:Uln\\:\::// 13538 13538

Vennilion

\1:6.::::::\::\::'

105

1105

Brown Primer:=2(l'::::////:: -

Instrument Black (semi-gloss)

NOTES

-

15045

(a) Dark Gray became Engine Gray AN 513 when ANA 166 was issued. (b) Light Blue 501 was formerly called True Blue. (c) Light Green 503 was formerly called Willow Green. (d) Light Yellow 505 was formerly called Lemon Yellow. (e) In the FS 595, Mar. I, 1956, column, only the color numbers marked with an asterick are identical with the previous TT-C-595 colors. (f) Strata Blue was added in ANA 166c, issue of Feb. 29, 1956

Chart showing the evolution of the USAAF official Gloss Color shades. All of the color shade numbers have been taken from the official charts provided in the various documents listed. These differ considerably from various published, unofficial, listings. Particularly note the comment in note (e) above. The colors in the two versions of 3-1, ANA 166, and TT-C-595 are identical when numbers are shaded. If a number is not shown, the color had been superseded by a new one (see noles a, b, and c above), or dropped from use. Note that the number for Olive Drab was changed in FS 595B.

u.s. ARMYAIR FORCES

334

Appendix A: Aircraft Designation System The aircraft designation system used by the AAF throughout its life had been adopted by the US Air Service in May 1924. The complete revision of the previous designation system provided greater simplicity and additional letters for type missions. When this revision was adopted, all aircraft then in service retained

their existing designations, but all aircraft procured subsequently were given the new designations. The 1924 designation system remained in use throughout the remainder of the period of this volume and used the following symbols and designations (the listing also shows the additions and changes through 1947):

USAAF Aircraft Desi2nation System Type Symbol

Designation

Remarks

A

Attack

AG

Assault Glider

AT

Advanced Trainer

B

Bomber

BG

Bomb Glider

BT

Basic Trainer

BQ

Bomb, Controllable

C

Cargo (Transport)

CG

Cargo Glider

CO

Target Control

F

Photographic

FG

Fuel Glider

Added 1944

GB

Glide Bomb

Added 1942

GT

Glide Torpedo

Added 1942

JB

Jet -propelled Bomb

Added 1943

L

Liaison

Added 1942

0

Observation

Became L in 1942

OA

Observation Amphibian

00

Aerial Target (Model Aircraft)

P

Pursuit

PG

Powered Glider

Added 1943

PO

Aerial Target

Added 1942 (formerly A)

PT

Primary Trainer

R

Rotary Wing

Added 1942 until 1944

Added 1942 until 1944

Added 1942 until 1945

Added 1942

Added 1941 (became H in 1947)

TG

Training Glider

Added 1941

APPENDIXA: Aircraft Designation System Model Numbers In the new 1924 system, the type designation was followed by a number which indicated the number of different models ordered under that designation number. For example, the Boeing B-17 indicated that this was the seventeenth bomber design type ordered. The system model numbers were assigned by the Contract Branch of the Material Section at Wright Field. If a contract was canceled, the number was not reassigned.

Series Letters When aircraft models were modified, a letter was applied after the model number to indicate modifications to the original model. This practice went back to World War I and was incorporated into the 1924 designation systems. During the period of this volume, it was the practice for the first or basic model to not carry a series letter: the second model would carry the suffix letter "A", the third model letter "B" and so forth. These series letters were only assigned for significant changes.

335

introduce numbers following the series letter to identify such batches or "blocks", as they were called. The first block was identified with the number "-1", and following blocks were identified at intervals as -5, -10, -15, etc.. The first use of the new block numbers was on the Curtiss P-40F-l, starting with the 97th airframe. However, the previous Curtiss P-40E series used a -1 suffix to distinguish the British Curtiss Kittyhawk from the almost identical USAAF P-40E, because different equipment prevented the aircraft from being used interchangeably by the USAAF. A few P-40E-ls were requisitioned from the British order for use by the USAAF, but none of the P-40Es produced for the USAAF carried block numbers. The gaps in the block numbers were used to identify changes subsequently made at the new modification centers being set up to handle minor changes, too disruptive to introduce in the production lines until a later block. This block number system has remained in use until the present.

Status Prefix Letters

Non-Standard Aircraft Designations

When the designation system was changed in 1924, the prefix letter "X" was added to the designation to indicate that the airplane was an experimental model, normally the prototype. The "X" prefix was usually permanently applied to such prototypes. However, the "X" prefix was often assigned to airplanes involved in testing to free them from compliance with routine maintenance bulletins issued for the service versions.

A few aircraft were procured by the USAAF without receiving standard designations; these however, were assigned regular serial numbers. Some aircraft procured for use by various US Air Attaches in Europe retained their manufacturer's designations.

It was also found necessary to add a new prefix letter "Y" in

1928, to indicate that the type was in service test status, usually a test batch of up to 13 aircraft which were assigned to operational units.

Block Numbers In 1941, the increasing complexity of the new aircraft coming into production made it necessary to identify minor differences between models without changing the series letter. As aircraft were now being produced in batches with identical systems in any given batch to expedite production, it was decided to

British type name Airacobra Lightning Boston Liberator Ventura Vengeance

The biggest use of non-standard aircraft designations came with the large scale expansion just before the entry of the USA into World War II. This involved aircraft purchased by the British Government from US manufacturer's: these were requisitioned by the Army to fill some of its own shortages. Designed to meet British service requirements, these types were considerably different in their equipment from their US equivalents, thus requiring different maintenance and spare parts. Consequently, they received non-standard designations, the majority of which were their manufacturer's designations. This particular problem disappeared with the introduction of Lend-Lease in March 1941, but the aircraft concerned carried their non-standard designations until withdrawn from service. The main types concerned were as follows:

USAAF equivalent designation P-39 P-38 A-20 B-24 B-34 A-31

USAAF non-standard designation P-400 P-322 DB-7 LB-30 Model 37

v-n

Manufacturer Identification Codes When the Air Corps began its huge expansion program in 1941, many aircraft were built in several plants, sometimes run by different manufacturers. This made it necessary to identify the specific plant in which any airplane had been built. This was carried out by adding a double-letter code after the airplane block number, or if no block was used, after the series letter. When manufacturers built new plants to handle the greatly increased orders, new letter codes were added to identify them. For

example, when the Douglas Aircraft Company, at Santa Monica, California, coded DO, added a new plant at Long Beach, California, it was coded DL; another at Tulsa, Oklahoma, was coded DK, and yet another at Chicago was coded DC. The following table lists the code letters used in the period of this volume. Many aircraft, such as the B-17, were built by several manufacturers besides Boeing; in such cases, the appropriate code letters identified the manufacturer and the plant location.

u.s. ARMYAIR FORCES

336

Manufacturer Identification Codes Code Letters AE AG BA BB BE BH BL BN BO BR BS BU BW CE CF CH CK CL CM

ca CR CS CU DC DE DH DK DL

00 DT FA FB FE FL FO FR IT GA GC GE GF GM GN GR HI HO HU IN KE LK

LO MA MC

MM MO NA

Manufacturer

Plant Location

Middletown, Ohio Aeronca Aircraft Air Glider, Inc. Akron, Ohio Bell Aircraft Corp. Atlanta, Ga. Babcock Aircraft Deland, Fla. Bell Aircraft Corp. Buffalo, N. Y. Wichita, Kansas Beech Aircraft Bellanca Aircraft New Castle, Del. Boeing Aircraft Renton, Wash. Boeing Aircraft Seattle, Wash. Briegleb Sailplane Beverly Hills Bowlus Sailplane San FrancIsco Budd Manufacturing Philadelphia Boeing Aircraft Wichita Cessna Aircraft Wichita Consolidated-Vultee Aircraft Corp.(ConVAir), Fort Worth, Texas Christopher Aircraft St. Louis Curtiss-Wright Louisville Wichita Culver Aircraft Kansas City, Mo. Commonwealth Consolidated-Vultee San Diego Cornelius Aircraft Dayton, Ohio Curtiss-Wright St. Louis Curtiss-Wright Buffalo Douglas Aircraft Chicago EI Segundo, Ca. Douglas Aircraft DeHavilland of Canada Toronto Douglas Aircraft Oklahoma City Long Beach, Ca. Douglas Aircraft Douglas Aircraft Santa Monica Douglas Aircraft Tulsa, Okla. Hagerstown, Md. Fairchild Aircraft Burlington, N. C. Fairchild Aircraft Fleet AVIation Ltd. Fort Ene, ant. Fleetwings, Inc. Bristol, Penna. Willow Run, Mich. Ford Motor Co. Frankfort Sailplane JoHet, Ill. Pasadena, Ca. Fletcher Aviation Willow Grove, Pa. G. & A. Aircraft General Motors (Fisher) Cleveland Astoria, L. I. General Aircraft Fort Worth Globe Aircraft General Motors (Fisher) Detroit Greenville, Mich. Gibson Refrigerator Bethpage, L. I. Grumman Aircraft Higgins Aircraft, Inc. New Orleans Howard Aircraft Corp. Chicago Culver City, Ca. Hughes Aircraft Interstate A. & Eng. EI Segundo Philadelphia Kellett Autogiro Laister-Kauffman St. Louis Lockheed Aircraft Burbank, Ca. Baltimore The Glenn L. Martin Co McDonnell Aircraft St. Louis Memphis McDonnell Aircraft The Glenn L. Martm Co. Omaha, Neb. North American Inglewood, Ca.

APPENDIXA: Aircraft Designation System NC ND NK NO NT NW PI PL PR

RA RD RE RI RO RY SI SL SP SW TA

TI UN VE VI

VN VU VW WA WI WO

North American Noorduyn Aviation Co. Ltd. Nash-Kelvinator Corp. Northrop Aircraft North American Aviation Northwestern Aeronautical Piper Aircraft Platt-LePage Aircraft Pratt, Read & Co. Republic Aviation Read-York, Inc. Republic Aviation Ridgefield Mfg. Co. Robertson Aircraft Ryan Aeronautical Sikorsky Aircraft St. Louis Aircraft Spartan. Aircraft Schweizer Aircraft Taylorcraft Aviation Co. Timm Aircraft Universal Molded Products Vega Aircraft Corp., Canadian Vickers, Ltd. Vultee Aircraft (ConVair) Vultee Aircraft Vultee (Stinson), Ward Furniture Co. Wichita Eng'g. Waco Aircraft Co.

Kansas City, Kan. Montreal Detroit Hawthorne, Ca. Dallas St. Paul Lockhaven, Pa. Eddystone, Pa. Deep River, Conn. Evansvillle, Ind. Kenosha, Wise. Farmingdale, L. I. Ridgeville, N. J. St. Louis San Diego Stratford, Conn. St. Louis Tulsa, Okla. Elmira, N. Y. Alliance, Ohio Van Nuys, Ca. Bristol, Va. Burbank, Ca. Montreal Nashville Downey, Ca. Wayne, Mich. Fort Smith, Ark. Wichita Falls, Texas Troy, Ohio

337

AppendixB: Aircraft Maintenance Markings As aircraft grew more and more complex it became necessary for the USAAF to make many detailed instruction markings on their exterior and interior surfaces and systems. These markings had been called out in Spec. 98-24105 since its introduction in 1917, and its latest version, Spec. 98- 24105-P, issued on August 11, 1936, plus amendments 1 through 7, required the following markings to be made on all Army Air Forces airplanes: Serial number of the airplane. Letters and number designating the manufacturer and model of the airplane. Code marking giving a record of the materials used in the finish.

Date of manufacture of covered airfoils. Strut numbers. Data card. Markings as specified in Paragraphs E-14 to E-16 inclusive. As can be seen, this was a long, very detailed, spec. but this appendix only covers those requirements seen on the exterior of the aircraft, excluding the requirements of paragraphs E-14 to E-l/) (these covered Marking for Elecrical Connections, Marking for Engine Controls, and Marking for Fluid Lines). The requirements detailed here cover: (a) the code markings for the finish and dates of covered airfoils and (b) strut numbers.

Dope Code Markings. The marking requirements for identifying the type of finish applied to the various fabric-covered parts of USAAF aircraft were very detailed, stemming from continual development since they were first called out in October 1917, under Spec. 24105. When the USAAF was formed the current issue of that spec was 24105-P, amendment No.7, issued on July 22,1941. This amendment deleted all of the earlier markings examples and substituted the following four new ones: Example No.1: AA-37-1 YSPD~lO-1-37-Mfg.-8-1S-37meant that a contractor whose code letters are AA applied six coats of semi-pigmented yellow nitrate dope (Spec. 3-159) on October 1, 1937, to the surface of a fabric-covered frame manufactured August 15, 1937. The dope used was furnished in fiscal year 1937 by the paint manufacturer whose code number was 1. Example No.2: AA-36-3YSPD3-37-9ASPD3-10-1-37-Mfg.-8-1S-37 means the same as example No.1, except that the finish was three coats of yellow and three coats of aluminized dope, Spec. 3-159. The yellow dope was furnished in fiscal year 1936 by manufacturer code number 3, and the aluminized dope in 1937 by manufacturer code number 9. Example No.3: AA-IOOOPl-2000E2-10-1-37-Mfg.-8-1-37 means the same as example No.1, except that the finish was one coat of metal primer (Spec. 3-156) code No. 1000, and two coats of aircraft enamel (Spec. 3-98) code No. 2000. Example No. 4:_ AA--6003Pl-310SL2-10-1-37-Mfg.-8-1S-37 means the same as example No.1, except that the finish was one coat of zinc chromate primer (Spec. 14080) code No. 6003 and two coats of lacquer (Spec. 3-158) code No. 3105. Amendment No.8 to Spec. 98-24105-P was issued on January 12, 1942, but the only changes made covered new Army-Navy material specifications. These were: AN-TT-L-51 Lacquer; Cellulose-Nitrate AN-TT-D-551 Dope; Cellulose-Nitrate, Clear, (For) Aluminum-Dope AN-TT-D-556 Dope; Cellulose-Nitrate, Semi-Pigmented AN-TT-P-656 Primer; Zinc Chromate This resulted in the following changes to the dope code examples: Example No.1: AA-37-1 YSPD~lO-1-37-Mfg.-8-1S-37meant that a contractor whose code letters are AA applied six coats of semi-pigmented yellow nitrate dope (Spec. AN-TT-D-556) on October 1, 1937, to the surface of a fabriccovered frame manufactured August 15, 1937. The dope used was furnished in fiscal year 1937 by the paint manufacturer whose code number was 1. Example No.2: AA-36-3YSPD3-37-9ASPD3-10-1-37-Mfg.-8-1S-37 means the same as example No.1, except that the finish was three coats of yellow dope (Spec. AN-TT-D-556) and three coats of aluminized dope (Spec. AN-TT-D551). The yellow dope was furnished in fiscal year 1936 by manufacturer code number 3, and the aluminized dope in 1937 by manufacturer code number 9. Example No.3: AA-IOOOPl-2000E2-10-1-37-Mfg.-8-1-37 means the same as example No.1, except that the finish was one coat of metal primer (Spec. AN-TT-P-656) code No. 1000, and two coats of aircraft enamel (Spec. 3-98) code No. 2000. Example No. 4:_ AA--6003Pl-310SL2-10-1-37-Mfg.-8-1S-37 means the same as example No.1, except that the finish was one coat of zinc chromate primer (Spec. AN-TT-P-656) code No. 6003 and two coats of lacquer (Spec. AN-TT-L51) code No. 3105.

338

APPENDIX B: Aircraft Maintenance Markings

339

A new revision of the spec., No.98-24105-Q, was issued on October 1, 1942. This added a new code for clear dope,"CD". In turn, this resulted in the previous example no. 2 being changed to the following: Example No.2: AA-36-3CD3-37-APD3-10.1-37-Mfg.--8-15-37 means the same as example No.1, except that the finish was three coats of clear dope (Spec. AN-IT-D-514) and three coats of aluminized dope (Spec. AN-IT-D-551). The clear dope was furnished in fiscal year 1936, and the aluminized dope in 1937. Date of Manufacture deleted from Covered Airfoils, July 1943 Amendment No.5 to Spec. 98-24105-P was issued on July 15, 1943 and deleted the phrase "Date of manufacture of Covered Airfoils". This removed the date requirements from the preceding examples. Arabic numeral or numerals were now to be used to indicate the number of coats of pigmented protective coating applied. The four examples in the previous versions of the spec. now read as follows: Example No.1: AA-lYPD6 meant that a contractor whose code letters are AA applied six coats of semi-pigmented yellow nitrate dope (Spec. AN-IT-D-554) to the surface of a fabric covered frame. The dope used was furnished by the paint manufacturer whose code number was 1. Example No.2: AA-CD3-APD3 means the same as example No.1, except that the finish was three coats of clear dope (Spec. AN-IT-D-514) and three coats of aluminized dope (Spec. AN-IT-D-551). Example No.3: AA-I000PI-2000E2 means the same as example No.1, except that the finish was one coat of metal primer (Spec. AN-IT-P-656) code No. 1000, and two coats of aircraft enamel (Spec. AN-E-3), code No. 2000. Example No.4: AA--6003PI-3105L2 means the same as example No.1, except that the finish was one coat of zinc chromate primer (Spec. AN-IT-P-656) code No. 6003 and two coats of lacquer (Spec. AN-IT-L-51) code No. 3105. A new version of the spec. was issued as No. 98-24105-R on September 20, 1943. It made no changes to the dope code markings. Amendment No.1, issued on February 9, 1944, changed the wording of the following: Paragraph E-8a. Code letter or letters (Bulletin No.1) designating the contractor, or the initials or designating mark of the repair depot, making or repairing the part. now read: Paragraph E-8a. Code letter or letters designating the contractor, or the initials or designating mark of the repair depot, making or repairing the parts. Aircraft manufacturers shall use the code letters specified in Bulletin No. 52. Sub-contractors to aircraft manufacturers shall use the code letters as assigned to the prime contractors. Dating returns to code markings, March 1944 Amendment No.2, issued on March 21, 1944, changed the code markings examples by deleting examples No.1 and 2 and substituting the following: Example No. 1. AA-36-CD3-37-APD3-10-1-37-MFD--8-15-37 has the following meaning: A contractor whose code letters are AA, applied three coats of clear dope (Spec. AN-IT-D-514) and three coats of aluminized dope (Spec. AN-IT-D551) on 1 October 1937 to the surface of a fabric covered frame which was manufactured on 15 August 1937. The clear dope was furnished in the fiscal year 1936 and the aluminized dope in 1937. Examples Nos. 3 and 4 were renumbered to Examples No.2 and 3 respectively. This meant that dating of the finishing had returned to the doped surfaces. Reason was not specified, but was probably due to the marked reduction in production of new trainer aircraft in 1944. A further revision to Spec. No. 98-24105-R, Amendment Number 3 was issued on May 8,1945, but made no changes to the code marking requirements. Dating deleted again from Spec. 98-24105-S, September 1945. A totally new version of the spec. was issued as No. 98-24105-S on September 5,1945, this being the first postwar issue.This once again deleted the date requirement from the code markings and gave the following three examples: Example No.1: AA-CD3-APD3 has the following meaning: A contractor whose code letters are AA applied three three coats of clear dope (Spec. AN-IT-D-514) and three coats of aluminized dope (Spec. AN-IT-D-551) to the surface of a fabric covered frame .. Example No.2: AA-l000PI-2000E2 means the same as example No.1, except that the finish was one coat of metal primer (Spec. AN-IT-P-656) code No. 1000, and two coats of aircraft enamel (Spec. AN-E-3), code No. 2000. Example No.3: AA-6003PI-3105L2 means the same as example No.1, except that the finish was one coat of zinc chromate primer (Spec. AN-IT-P-656) code No. 6003 and two coats of lacquer (Spec. AN-IT-L-51) code No. 3105. However, dating returned again in Amendment No.1, dated December 5, 1945, to Spec. 98-24105-S, and the following new examples were substituted: Example No. 1- AA-CD4-APD2-10-8-45-MFD--9-15-45 has the following meaning: A contractor whose code letters are AA applied four coats of clear dope (Spec. AN-IT-D-514) and two coats of aluminized dope (Spec. AN-IT-D-551) on 8 October to the surface of a fabric covered frame which was manufactured on 15 September 1945. Example No.2 - AA-CD4-A756PD2-10-8-45-MFD--9-15-45 means the same as Example No.1 except that two coats of pigmented orange yellow cellulose nitrate dope (Spec. AN-IT-D-554) were applied over the clear dope. The orange yellow dope is identified by the code number A756 (Bulletin No. 100).

340

U.S. ARMYAIR FORCES

Example No.3 - AA-F327PI-H72E2 means that the finish applied to the surface by a contractor whose code letters are AA was one coat of zinc chromate primer (Spec. AN-TI-P-656) Code No. F327 (Bulletin No. 103) and two coats of engine gray aircraft gloss enamel (Spec. AN-E-3), Code No. H72 (Bulletin No. 148) Example No.4 - AA-P327PI-P17SL2 means the same as Example No.3 except that two coats of olive drab camouflage lacquer (Spec. AN-L-21), Code No. P175 (Bulletin No. 260) were applied over the primer coat. Note: it is not stated in the spec. but it is apparent that the dating applied only to dopes, not including lacquers, zinc chromate primers, or enamels. Amendment No.2, dated March 18, 1946 made no changes to the previous requirements, but added the following new paragraph: Paragraph H-2 - Delete the entire paragraph and substitute the following therefor: "H-2. Code letters and numbers referred to in paragraph E-8 (code markings-author) may be found in the following Bulletins issued by the Army Air Forces, Air Material Command, Wright Field, Dayton, Ohio; No. 52 No. 100 No.102 No. 103 No. 148 No. 208 No. 260 No. 276" This was the last change made to the code markings requirements of Spec. 98-24105-S during the life of the USAAF. Strut Numbering The very first issue of Spec. 24,105 issued in 1917 contained requirements for numbering the struts on aircraft and these continued to be required throughout the life of the USAAF. The requirements in effect at the beginning of the USAAF were contained in Spec. 98-245105-P, Amendment No.7, issued on July 22, 1941. This required that E-12. Strut Numbers,-All wing struts (including center section struts) shall be numbered with the part number corresponding to the airplane manufacturer's assembly drawing number. The number shall be located at the lower end of the strut and marked with figures of sufficient height to give a permanent distinct and legible marking. No changes were made to these rquirements during the life of the USAAF. (One of the very few things to stay constant throughout World War II!).

Abbreviations

A A-N AC. AAF AAFfC AC Board AC/S (E) AF AFB AG Air Div. AL Amend. ANA ANCXF Army GHQ AS AS ASC

Army-Navy Air Corps Army Air Forces Army Air Forces Flying Training Command Air Corps Board Air Chief of Staff, Engineering Air Force, USAAF Air Force Base, USAF Attack Group, USAAF Air Division, USAAF Alabama Amendment Army-Navy Aeronautical Allied Naval Commander Expeditionary Forces Army General Headquarters Anti-Submarine Squadron, USAAF Attack Squadron, USAAF Air Service Command, USAAF

Dir. of War Org. and Movement (Wash.)

E EDC

EXFOR Exp. Eng. Sect. (WF)

Director of War Organization and Movement, Washington, DC.

Eastern Defense Command, USAAF Expeditionary Forces Experimental Engineering Section, Wright Field

F FAA FEAF FG FL FS FW

G G.H.Q.AF Gen.

Fleet Air Arm (British Navy) Far East Air Force, USAAF Fighter Group, USAAF Florida Fighter Squadron, USAAF Fighter Wing, USAAF

General Headquarters Air Force General

J B BC BG Bomb Sq. (H) Brig. Gen. BS BW C CAA CBW USAAF CCS CG cm Col.

JAC Bomber Command, USAAF Bomb Group, USAAF Bomb Squadron (Heavy) Brigadier General Bomb Squadron, USAAF Bomb Wing, USAAF

Civil Aeronautics Administration Combat Bomb Wing, American-British Combined Chiefs of Staff Commanding General centimeter Colonel

D Dept. Dir. Dir. of Mil. Req. (Wash.) Dir. of Photo. Dir. of Tech. Services

Department Director Director of Military Requirements, Washington, DC. Director of Photography Director of Technical Services

JCS JG KSG

L LR Lt. Col. Lt. Gen.

M m MA Maj. Gen. Mat. Com. (Wash.) ME Mil. Req. Mil. Req. Pol. Mink Mk.

341

Joint Aircraft Committee (Army-Navy-British) Joint Chiefs of Staff (US representatives on the CCS) Jagdgeschwader, (Fighter Wing), Luftwaffe Kampfschulgeschwader, (Bomber School Wing), Luftwaffe

Long Range, RAP Lieutenant Colonel Lieutenant General

meter Massachusetts Major General Material Command, Washington, DC Maine Military Requirements Military Requirements Policy Lend-Lease Soviet versions of Douglas A-20 series Mark, RAP

342 MM&D (Wash.) Moth

N NF NG NJG NY

U.S. ARMYAIR FORCES Material, Maintenance, and Distribution, Washington, DC Night Fighter versions of Douglas A-20, P-70 series

Night Fighter, RAF National Guard, US Army Nachtjagdgeschwader, (Night Fighter Wing), Luftwaffe New York

0 O.D. OC&R (Wash.)

Op. Memo.

S SBD SHAEF Spec. SS T T.O. TAC TCG

Olive Drab, abbreviation for Olive Drab color. Operations, Commitments, & Requirements, Washington, DC. Operation Memorandum

TCS TI TRG TRS

p PBY PG PR PRG Prod. Div. (WF) Prod. Eng. Sect. PRS PRU Blue PS

R RAF Rec. G

Patrol Boat, Heavier-than-air, US Navy Pursuit Group, USAAF Photographic Reconnaissance, RAF Photographic Reconnaissance Group, USAAF Production Division, Wright Field Production Engineering Section Photographic Reconnaissance Squadron, USAAF Photographic Reconnaisance Unit Blue (an RAF color) Pursuit Squadron, USAAF

Royal Air Force (British) Reconnaissance Group, USAAF

TWX TX

Scout Bomber Dive, US Navy Supreme Headquarters Allied Expeditionary Forces Specification Number School Squadron, USAAF

Technical Order Tactical Air Command, 9th Air Force, USAAF Troop Carrier Group, USAAF Troop Carrier Squadron, USAAF Technical Instruction Tactical Reconnaissance Group, USAAF Tactical Reconnaissance Squadron, USAAF Teletype message Texas

U U.S.ARMY U. S. Navy USA USAAC USAAF USAF USSAFE

V VA VE-Day

W WD. Western Proc. Dist. WF

United States Army United States Navy United States of America United States Army Air Corps United States Army Air Forces United States Air Force United States Strategic Air Forces, Europe

Virginia Victory in Europe day, May 8, 1945

War Department Western Procurement District Wright Field, Dayton, Ohio

Index

A AAF Anti-submarine aircraft to be White No. on under & vertical surfaces, February 10, 1943 AAF Anti-submarine Command urgently requests suitable camouflage, February 13, 1943 AAF Bulletin No. 52, Aircraft Manufacturers' Code Symbols, May 19, 1943 AAF Eastern Theater of Ops. orders all aircraft camouflaged immediately, January 1, 1942 AAF Training Command requests return to blue and yellow for trainers, March 25, 1944 Aerial blue (used on F-7 versions ofB-24) Air Transport Command aircraft with yellow bands obscuring insignia, August 28, 1943 Aircraft anti-corrosion protection raised to the JAC, May 15, 1944. Aircraft Designation System Aircraft Maintenance Markings, (dope code markings and strut numbers) Aircraft Paint Scheme Color Drawing, Curtiss P-40C, 1941 Aircraft Paint Scheme Color Drawing, Stearman PT-17, 1938 Aircraft Paint Scheme Color Drawing, Douglas C-54A, July 10, 1942 Aircraft Paint Scheme Color Drawing, Stearman PT-17, July 10, 1942 Aircraft Paint Scheme Color Drawing, Stearman PT-17, September 12, 1942 Aircraft Paint Scheme Color Drawing, Stearman PT-17, November 2,1942 Aircraft Paint Scheme Color Drawing, Lockheed P-38, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, Curtiss P-40, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, Douglas A-20, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, North American B-25, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, Consolidated B-24, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, Boeing B-17, North West Africa, March 10, 1943 Aircraft Paint Scheme Color Drawing, Douglas B-18A, June 23, 1943 Aircraft Paint Scheme Color Drawing, Douglas C-53A, June 29, 1943 Aircraft Paint Scheme Color Drawing, Stearman PT-17, August 25, 1944 Aircraft Paint Scheme Color Drawing, Stearman PT-17, January 22,1945 Aircraft Color Drawing, Invasion Stripes, Single Engine (Spitfire) & Twin Engine (Mosquito) Aircraft not assigned to, or located in, operational theaters, not to be camouflaged, June 15, 1943 Airplane Designators, April 1941 Alaskan Department Airplanes, Colors For, T. O. 07-1-1, April 8, 1941 Alaskan Department Airplanes not to be basic camouflaged, T. O. 07-1-1, June 15, 1943 Allied Invasion Stripes, history Aluminized finish for all trainers (except those having Alclad alloy finish), June 15, 1943 AN-I-9, Insignia, National Star (for airplane exterior), March 1, 1943 AN-I-9a, adds white bars and a red outline to national star insignia, June 29,1943 AN-I-9b, changes insignia outline to insignia blue, deletes "star" from insignia, August 14, 1943 AN-I-9b, amend. 1, changes insignia requirements for dark backgrounds, June 1946 AN-I-9b, amend. 2, adds red bars to national insignia, January 16, 1947 AN-I-9c, changes size of insignia on night fighters, adds gray instead of white, August14, 1947 AN-I-38, covers Insignias and Markings for Rescue Aircraft, October 17,1945 AN-I-38a, makes many detail changes to markings for Rescue Aircraft, June 2,1947 A-N Aeronautical Board proposed standardization of Insignia and Markings, October 8, 1942. ANA Bulletin No. 157, Standard Aircraft Camouflage Colors issued, September 28,1943 ANA Bulletin No. 157a, lists equivalent colors, changes red 619 to Bright red, March 24,1944 ANA Bulletin No. 157b adds five colors, deletes listing of British colors, August 20,1946. ANA Bulletin No. 166, Standard Aircraft Glossy Colors, issued December 4,1943 ANA Bulletin No. 166a, states A-N Porcelain Enamel Panels no longer available, June 6,1946. Army requests new Dark Olive Drab shade, February 18, 1943 A-N Porcelain Plates issued, September 1938

343

114 114 132 58

197 163 153 220 334 338 16 31

83 84 99

105 118 119

120 121

122 123 142 147

225 247

:m 135 24 18

135 304

135 114 143,144,145 153

288 289

291 276 289

104 158,326 196,330 332 168,330 332 114 319

344

u.s. Army Air Forees

B Battery location markings added, Spec. 98-24105-R, September 20,1943 B-17F Camouflage removal speed test results reported, Eighth Air Force, England, July 1, 1943 B-17 changes required to allow use as a night bomber in Europe, November 1943 B-18 Anti-submarine camouflage tests, June 23,1943 B-24s in support of RAF Bomber Command's 100th Group B-29 stainless steel wings, camouflage tests, August 1,1942 Black, shade No. 33 Black paint used on B-17s for night bombing, November 1943 Black paint, special, investigated for night camouflage, June 1943 Block Numbers Bulletin No. 41 Color Card issued, September 1940 Bulletin No. 41 Amendment No.1 adds Sand No. 49, August 1942. Bulletin No. 41-A incorporates Sand No, 49, October 1942 Bulletin No. 48, Color Card for Temporary Camouflage Finishes, May 1942

155

148 164 142

165 91

78

164 143 335 320 322 322 322

c Civil Aeronautics Administration defines Calif. Flight Test Areas, December 15,1941 Camouflage and Air Defense of Eighth Air Force Bases in England, September 9, 1942 Camouflage defined for AAF Consolidated PBY-5A aircraft, June 10,1942. Camouflage to be removed from all new aircraft, per Mat. Com. (WF), October 14, 1943 Camouflage Finishes for Aircraft, Spec. 24114, October 24, 1940 Camouflage removed from P-38s and B-29s, November 16, 1943. Camouflage deleted from P-47s for British and French Air Forces, November 1, 1944. Camouflage deleted from gliders, liaison aircraft, helicopters, and troop carriers, November 1945. Camouflage materials change for Douglas C-54A, April 9, 1943 Camouflage no longer required for any AAF aircraft except night fighters, November 1943. Camouflage paint on USAAF Airplanes in the United Kingdom, January 2,1944. Camouflage removal from B-17s in England requested by Eighth Air Force, May 21, 1943 Camouflage no longer required on gliders, liason aircraft, helicopters, transports, November 14,1945 Camouflage, value of, questioned, November 4,1942 Change in Serial Numbers and Nomenclature, (Air Corps to USAAF), May 11, 1942. Chart showing the evolution of the USAAF Camouflage Color Shades Chart showing the evolution of the USAAF Gloss Color Shades Cocarde (National Insignia) Cocarde, name changed to star-insignia by Spec. 98-24102-L, November 10, 1942 Color Card supplement to U. S. Army Spec. 3-1 revised, April 1943 Color for radio call numbers changed, January 13, 1943 Colors for insignia on night camouflaged aircraft queried, May 5,1944. Colors for painted surfaces of training airplanes, (exterior and interior), April 8, 1941 Colors for use on airplanes in Alaska, April 1941 Color swatches, Bulletin No. 41 Color swatches, Bulletin No. 41-A Color swatches, Bulletin No. 48 Color swatches, Spec. No. 3-1 Color Card Color swatches, Spec. No. 3-1 Color Card, Revised April 21, 1943 Color swatches, ANA Bulletin No. 157, Camouflage Colors, September 28,1943 Color swatches, ANA Bulletin No. 166, Gloss Colors, December 4,1943 Combat Aircraft Distinctive Markings, Eighth Air Force, England Command Recognition Stripes, April 1941 Conservation of Alkyd Resin Paint Materials ordered, T. 0.07-1-13, February 1945. Continued Requests for the use of White anti-submarine aircraft camouflage. Corps of Engineers Spec. No. T-1213, December 15, 1941, Amend. 1, February 5,1942

55

97 8)

162

29

163 241 280

129 163 184 132

280 IllS (f)

329 333

36 IllS 322 111

217 17,31 18 321 321 323

324 324 327-328 331 293-303 22,27

248 8)

117

Index

345

D Dark Olive Drab No. 41, superseded by ANA color No. 613, Olive Drab, September 28, 1943 Date of manufacture deleted from covered airfoils, July 15, 1943 Dating deleted again from Spec. 98-24105-S, September 1945. Dating returns to code markings, March 1944 Deletion of "U.S. ARMY" from below wings ordered, May 28,1942. Deletion of camouflage from combat aircraft discussed October 1, 1943 - October 6,1943. Deletion of camouflage on Douglas A-20 aircraft, December 8-20,1943. Deletion of camouflage from Douglas A-20H and K aircraft cancelled, July 7,1944. Desert Camouflage for Martin B-26s described by WF, Jul Y31, 1942. Development of the AAF Camouflage Colors Dir. of Mil. Req. (Wash.) does not object to anti-submarine tests of white paint, May 8,.1942. Dir. of Mil. Req. (Wash.) orders discrepencies in Tech Orders corrected, November 13, 1942. Dir. of Mil. Req. (Wash.) asks JAC to consider new Dark Olive Drab, February 18, 1943 Dir. of Mil. Req. (Wash.) surveys need for camouflage, March 24,1943. Dir. of Photography desires that photographic aircraft be camouflaged, November 4, 1942. Distinctive Markings - Aircraft (Invasion Stripes), SHAEF Memo., April 18, 1944 Director of Bombardment orders study for Anti-submarine Command, November 19, 1942. Dope Code Markings Douglas Aircraft to delete "U.S. Army" under all camouflaged aircraft, August 10,1942. Douglas Aircraft to eliminate camouflage paint under all de-icer boots, October 26, 1942. Douglas Aircraft directed to proceed with deletion of camouflage, January 13, 1944. Douglas Aircraft details corrosion on natural metal C-54Bs, October 1944 Douglas service document details requirements for Removal of Camouflage, October 1944

160 339 339 339 74

160 169 222

91 320 67 107 114 127

106 305

100 338 91

106 187 235 227

E

Eglin Field issues final report on test of Haze paint, October 23, 1942. Eglin Field recommends polishing of camouflage finishes, February 1, 1943 Eglin Field reports on test to reduce drag and weight of camouflage, March 16, 1943 Eglin Field issues report on test of confusion camouflage for fighter aircraft, March 27,1943 Eglin Field issues report on test of Varied Camouflage of Fighter Aircraft, May 4, 1943 Eglin Field issues report on Revision of Aircraft Marking, May 9, 1943 Eglin Field issues report on smooth surface camouflage, Jul y 9, 1943 Eglin Field report on day time camouflage, May 26, 1943 Eglin Field report on test of Night Camouflage, June 5,1943 Eglin Field report on test of Aircraft Insignia, Jul y 7, 1943 Eglin Field interim report on day camouflage of heavy bombardment aircraft, July 12, 1943 Eglin Field reports on test to increase the visibility of training aircraft, July 28,1943 Eglin Field tests camouflage for Photographic Aircraft, September 22,1943. Eglin Field final report on day camouflage of heavy bombardment aircraft, November 12, 1943 Eglin Field publish report on Glossy Paint for Night Camouflage, December 10, 1943. Eglin Field final report on principles of camouflage in flight, January 7,1944 Eighth Air Service Command requests information on gloss black enamel, November 25,1943. Eleventh Air Force gets data on effectiveness of current camouflage schemes, November 6, 1944. Escape Panel Markings, February 9, 1943 Exp. Eng. Sect. (WF) test camouflage on B-29 stainless steel wings, August 1, 1942.

105 113

125 129 132 143 150 133 143

144 151 151 155 151 170

185 168 241 113 91

F F-5, first production aircraft haze painted, poor resuits,August 21,1942. F-4 and F-5A, problems in haze painting, November 18,1942 F-5A aircraft to be finished with Haze paint until a better finish found, January 18, 1943. F-7s to be painted two shades of blue, October 16, 1943

91

107 112

163

346

u.s. Army Air Forces

Far East Air Force to continue use of camouflage on A-20, A-26, and B-25s, March 3, 1945 Flexible Gunnery Training Fighters. given contrasting colors, T. O. 07-I-lA, January 22, 1945 Fuselage Cocarde maximum size established, September 1941

250 248 48

G

Gen. Arnold directs "summer" camouflage be put on all aircraft leaving U.S., March 14, 1942. Gen. Arnold directs Sand, shade No. 26, to be added to T. O. 07-1-1, May6, 1942 Gen. Arnold requests changes to application of camouflage, May 8, 1942. Gen. Arnold queries world Air Forces Commanders re value of camouflage, March 27,1943. Gen. Arnold signs order eliminating camouflage on all aircraft, October 30, 1943. Gen. Arnold queries all AAF commanders re gloss black paint on bombers, January 30,1944. Gen. Arnold queries USSTAFE if camouflage necessary for Troop Carrier Aircraft, May 1, 1944. Gen. Arnold queries Gen. Saatz re colors of insignia on night fighter aircraft, May 5,1944 Gloss Black paint assigned designation of Jet No. 622, March 15, 1944.

6S 67

68 127 163 191 216 217

193

H Haze paint tested on Pursuit Aircraft, January 1942 Haze paint application to F-4 aircraft reviewed, May 27, 1942. Haze paint objected to by Lockheed. They recommend a new synthetic finish, January 23,1943 Helicopter Blade Markings High gloss black camouflage investigated for night bombers, November, 1943. HQ Northwest African Air Forces theater camouflage, March 10, 1943

58 74 113 'lKl

164 116

I Identification Numerals for Training Airplanes, April 1941 Infra-red reflectance paint tested in Florida, November 1941 Infra-Red (I-R) Paint recommended by Dir. Mil. Req. (Wash.), July 25,1942 Insignia border color changed to Insignia Blue, AN-I-9b, August 14, 1943 Insignia, Standard, for Airplanes, Spec. 98-24102, or Spec. 24114 (Camouflaged Airplanes) Instrument Training aircraft receive special markings, T. O. 07-1-1, April 25, 1944 Interior Colors for aircraft changed, September 12, 1942 Invasion Stripes, history of, Invasion Stripes, SHAEFTop Secret memo issued, April 18, 1944 Invasion Stripes, painted on and first seen, June 4, 1944 Invasion Stripes, made narrower on Piper Cubs, May 16, 1944 Invasion Stripes, removed from top of wings and fuselage of Piper Cubs, June 22, 1944 Invasion Stripes, HQ Allied Expeditionary Air Force proposes to discontinue, July 6, 1944. Invasion Stripes, removed from top of fuselage and wings of all fighter aircraft, October 25, 1944 Invasion Stripes, removed from all aircraft officially, December 6, 1944

17 53

84 153 19,36

210

100 304 305 304

308 308 309 311 313

J JAC Standardizes Aircraft Camouflage Colors, July 28,1942. JAC approves new Dark Olive Drab color to replace Dark Olive Drab No. 41, March 2, 1943 JAC continues use of camouflage and adopts two new Navy colors, January 19, 1944 Jet No. 622 paint visibility in day operations clarified, September 11, 1944

88 114

188 Z26

L

Lack of dope code markings on fabric-covered parts for B-17 questioned, June- July, 1944. Leaflet dropping by black painted B-24s Lease-Lend aircraft supplied to the Soviet Union during World War II. Letters "U.S. ARMY" under wings of all camouflaged aircraft ordered removed, May 28,1942

217

165 170 74

Index Letters "U.S. ARMY" under wings of all aircraft ordered removed, October 19, 1942 Lockheed reports on problems with Haze Painting F-4 and F-5A aircraft, November 18, 1942. Lusterless Olive Drab, Class 204, requested as new standard by Army, February 1943,

347 IllS

107 114

M Manufacturer Identification Codes, AAF Bulletin No. 52, May 19, 1943 Markings for Airplanes and Airplane Parts, Spec. 98-24105 Markings for battery location, September 20, 1943 Markings for PT type aircraft Markings for walkways and "No Step" added, Spec. 98-24105-0, June 7,1943 Martin B-26 desert camouflage defined, July 31,1942 Mat. Com. M. R. Policy No. 60, re AAF insignia on civil aircraft, January 6, 1944. Mat. Com. Report on Anti-Submarine Aircraft camouflage, June 23, 1943 Mat. Com. orders all P-61 and P-70 night fighters to use gloss black finish, January 12,1944 Mat. Com. (WF) doubts advantage of using clear varnish instead of neutral gray, April 30, 1943 Mat. Com. (Wash.) states camouflage required for operational PRo Aircraft, March 15, 1943 Mat. Div. (Wash.) unable to define camouflage due to conflicting theater needs, May 20, 1943 Mat. Div. (Wash.) directs immediate effect of Mil. Req. Policy No. 15, November 23, 1943 Medium Green patches added to wings and empennage, July 10, 1942 Mil. Req. Policy ~o. 15, Suppl. 1, defines standard basic camouflage, May 29,1942. Military Requirements Policy No. 15, authorizes deletion of camouflage, November 16, 1943. Mink (Soviet A-20 aircraft) Model Numbers, 1924 on Moth (P-70) night fighter aircraft Munsell Color Notations

132,336 18,34 155

197 134 91

185 142

186 130 124 132

168 84 76 167

187 335 169,187 320

N Names of Combat Crews, April 1941 Narrower Invasion Stripes for Field Artillery and Liason Aircraft, May 1944. New JAC olive drab does not meet reflectance requirements. June 25, 1943 Night fighter insignia sizes reduced on wing and fuselage, AN-I-9b, August 14, 1943 Night fighter insignia changed to insignia red, Spec. 98-24105-R, September 20,1943 Non-Standard Aircraft Designations Northwest African Air Forces use special theater camouflage, March 1943 Note re Camouflage and Air Defense of American Installations, September 9,1942.

28

:m 142 153 155 335 322

97

o Olive Drab recommended as night camouflage for P-61 and P-70 aircraft, October 11,1943. Operation Carpetbagger (black B-24s flying at night over Europe) Organization Identification, April 1941 Organization Insignia, April 1941 Original War Department Spec. No. 3-1 still in use, July 1941 Oyster white camouflage color, for anti-submarine aircraft.

162

165 21 19 319

86

p P-61, P-70 night fighters to be camouflaged gloss black, January 12,1944 P-61 unsatisfactory finish discussed at Wright Field, February 23-27,1945 Paint manufacturers query the variety of color standards in use, October 1943 PBY-5A, USAAF camouflage for, defined, June 10, 1942 Permanent Camouflage Paints tested in Florida, January 1942 Permanent Sand Camouflage requested for 98 Bomb Group project, May 27,1942. Photographic B-24s (F-7s) to be painted two shades of blue, October 16, 1943. Placing Star insignia on side of training aircraft objected to, August, 1942.

186

251 163 ffi 59 74

163 100

348

u.s. Army Air Forees

Polished camouflage finish recommended by Eglin Field, February 1, 1943 Propeller Blades and Hubs to be Black, May 1941

113 30

R Radio call number, color to be black or yellow, January 13, 1943 Radio call number, color changed, March 21, 1944. Radio call number, size and color for night fighters. Radio call numbers replace aircraft designators, August 1941 RAF requests standardization of B-17E camouflage, January 28, 1942. Recommendation for use special camouflage on anti-submarine aircraft, July 27,1942. Red center removed from insignia, rudder stripes deleted on combat aircraft, May 12, 1942. Red stripes bring back red into the national insignia, AN-I-9b, January 1947 Removal of Camouflage Requested, May 21,1943 Replies to Gen. Arnold's teletype re camouflage tabulated, April 17, 1943 Request for Sand, Shade No. 26, to be added to T.O. 07-1-1, May 6,1942. Responsibility for Aircraft Camouflage development defined, April 1942. Responsibility for development of Camouflage Materials clarified, June 8,1942. Responsibility for aircraft camouflage defined, Material Comand Memo No.42-16, May 12, 1942. Results of camouflage speed test, Eighth Air Force, England, July 1,1943. Results of tests of white camouflage in anti-submarine operations, August 31,1942. Rudder stripes on all uncamouflaged aircraft, July 1941 Rudder stripes deleted from combat aircraft, May 12, 1942 Rudder stripes deleted from all aircraft, July 10, 1942

112

194 155 44 62 86 'iU 289 132

129 67

64 'l)

(f)

148 95 43

'iU 84

s Sand, shade No. 26 to be added to T. O. 07-1-1, May 6, 1942 Sand, shade No. 26 Sea green, shade No. 28 Seasearch aircraft camouflage, June 15, 1943 Series Letters, 1924 on Shadow blue (used on F-7 versions of B-24) SHAEF issues Top Secret memo "Distinctive Marking - Aircraft", April 18, 1944 Smooth surface camouflage report, July 9,1943. Southeast AAF Training Center, Maxwell Field, trainer marking and insignia, May 20,1942. Spec. No.3-I, Color Card supplement, July 1941 Spec. No.3-I, Color Card Supplement revised, April 21, 1943 Spec. 14057, Paint, Water, Dry, for temporary camouflage finishes. No colors. April 3, 1931 Spec. 14057-C, Paint, Water, Dry, contained ten colors, December 27,1939 Spec. 98-24102-K, Standard Aircraft Insignia, November 1935 Spec. 98-24102-K, Amend. 3 changes insignia requirements, May 28,1942. Spec. 98-24102-K, Amend. 4 reflects recent changes in standard insignia, August 29,1942. Spec. 98-24102-L, revises requirements for star insignia, November 10,1942. Spec. 98-24102-L, cancelled by AN-I-9, May 21,1943 Spec. 98-24105-P, Markings for Airplanes and Airplane Parts, August 1936 Spec. 98-24105-0, revises radio call number, and other details, October 1,1942. Spec. 98-24105-0, Amend. 2, changes radio call numbers to black or yellow, January 13, 1943 Spec. 98-24105-0, Amend. 3, adds new Escape Panel markings, February 9, 1943 Spec. 98-24105-R, changes night fighter insignia to insignia red, September 20,1943 Spec. 98-24105-R, Amend. 2, revises radio call number colors, March 21,1944 Spec. 98-24105-S, adds new markings, including escape hatches, September 5,1945 Spec. 98-24105-S, amend. 2, minor changes to dope code markings, March 18, 1946. Spec. 98-24113-A, Colors for Training Airplanes, September 1938 Spec. 98-24113-A, amend. No.6, deletes blue and yellow finishes, September 12, 1942 Spec. 98-24113-B, amend. No.3, revises the interior finish of all aircraft, April 6, 1945. Spec. 24114, Camouflage Finishes for Aircraft, October 1940 Spec. 24114, Amend. No.6, December 12,1941

67 78 78 137 335

163 305 150 73 319 322-326 320 320 36 74

93 106 116

34

103 111 113

155

194

m

284 31

99

m 29 53

Index Spec. 24114-A, Camouflage Finishes for Aircraft, September 4,1942. Spec. 24115, Protective Coatings and Finishes for Wood Surfaces, September 3,1942 Spec. No. T-1213, Colors for Corps of Engineers, U. S. Army, December 15,1941 Spec. No. T-1213, Amend. 1,Colors for Corps of Engineers, U. S. Army, February 5,1942 Special gloss black paint for night camouflage, June 1943 Special Trainer Markings Spoils of War, captured German aircraft illustrated, May 1945 Squadron Recognition Colors, April 1941 Standard AAF Color Shades Development and Usage Star-Insignia name changed to National Insignia by AN-I-9, March 1, 1943 Status Prefix Letters, 1924, 1928 on Strut Numbering Sub-Com., JAC (Wash.), continues use of camouflage, adopts two new colors, January 19, 1944.

349 CJ7 %

117 117 143 174,224 253-257 21,22 318-333

114 335

340

188

T T. O. 07-1-1, Aircraft marking, insignia and camouflage, April 8, 1941 T. O. 07-1-1A, adds radio call number to vertical stabilizer, October 28,1941 T. O. 07-1-1, major revision brings reqmts. up to date, June 1, 1942 T. O. 07-1-1, adds Medium Green patches, deletes red center and rudder stripes, July 10, 1942. T. O. 07-l-lB, use of Medium Green patches, deletes U. S. ARMY under wing, August 15, 1942 T. O. 07-1-1A, wood propellers not to be camouflaged, January 9,1943 T. O. 07-1-1 issued in color, June 15, 1943 T. O. 07-1-1A, corrects errors in earlier version, June 17, 1943 T. O. 07-1-1B, adds white bars and red outline to insignia, June 29,1943 T. O. 07-1-1C, fixes size of wing insignia between 30 and 60 inches diameter, July 3,1943 T. O. 07-1-10 changes Insignia border color to Insignia Blue, September 24,1943. T. O. 07-1-1, major revision deletes camouflage, December 26,1943 T. O. 07-1-1, adds Jet No. 622 (Gloss Black) color, removal of camouflage, April 25, 1944. T. O. 07-1-1, minor revision adds landing gear location markings to trainers, May 9,1944 T. O. 07-1-1A, corrects incorrect insignia data, May 29,1944. T. O. 07-1-1B adds reqmts. for troop transports, war-weary and surplus aircraft, August 5,1944 T. O. 07-1-1 adds orange bands to fuselage and wing tips of PT trainers, August 25, 1944. T. O. 07-1-1A, revises wings and empennages to orange-yellow for PT trainers, January 22,1945 T. O. 07-1-1 adds information on Jet No. 622 finish and Air Sea Rescue aircraft, July 20, 1945. T. O. 07-1-1 supplement adds details of Air Sea Rescue ident. numerals, September 26,1945. T. O. 07-1-1 supplement adds Buzz Numbers for all aircraft in United States, November 6,1945. T. O. 07-1-1, last one issued by USAAF, adds yellow tips to rotor blades June 7,1946 T. O. 07-1-8 for Semipigmented Dope, issued on September 9,1943 T. O. 01-1-3, Airplanes and Spare Parts, General- Airplane Finishes, June 1, 1942 T. O. 01-1-21, deletes Wright Field arrow, adds decals for Air Service, October 14,1942 TI-2094, Add. 2, All A-2-, A-26, and B-25s for Far East Air Force camouflaged, March 3,1945 Tech. Sub-Com. On Camouflage makes AAF, U.S.Navy, camouflage standard March 5,1942. Tech. Sub-Committee asked to approve colors for high-altitude aircraft, August 13, 1943 Tow target aircraft get new color markings, T. O. 07-1-1A, January 22,1945 Trainers only USAAF aircraft not to be camouflaged, perT. O. 07-1-1,June 1, 1942 Trainer aircraft aluminized finish Types of Airplanes to be Camouflaged, April 1941 Types of Camouflage Finishes

12 50 77 84 91

111 134 141

148 150 157 170

198 216 217

222 224 245 258 275

280 284 155 78

105 250 62 151

248 77

139 13 135

u Uncamouflaged aircraft begin to reach USSAFE, February, 1944. Unit Insignia Unsatisfactory finish on P-61's discussed by Material Laboratory (WF), March, 1945. US Army Air Forces Specifications in use, revised, or issued during 1941 US Army Air Forces Specifications in use, revised, or issued during 1942 US Army Air Forces Specifications in use, revised, or issued during 1943 US Army Air Forces Specifications in use, revised, or issued during 1944 US Army Air Forces Specifications in use, revised, or issued during 1945

193 314-317 251

11 57

110 181

244

350

u.s. Army Air Forces

US Army Air Forces Specifications in use, revised, or issued during 1946-1947 US Army, spec. No. T-1213, Amendment No.1, dated February 5,1942.

245 322

v Value of aircraft camouflage questioned, November 4, 1942. Varied Camouflage of Fighter Aircraft, May 4, 1943 Visibility of Jet No. 622 paint in day operations clarified, September 1944.

105 132 226

w War-Weary and Surplus Aircraft markings White and Haze Paints tested on Pursuit Aircraft, January 1942. White paint tested for use on anti-submarine aircraft, April 1942. Wood propellers not to be camouflaged, January 9, 1943 Wright Field informed that camouflage was to be removed from all aircraft, October 14,1943.

223 58 65

111 162

y Yellow bands on Air Transport aircraft obscure insignia, August 28, 1943 Yellow outer ring added to insignia for operation "Torch," September 30, 1942. Yellow tips added to propellers, August 1941

153

103 48

,..··mericas

undred-Vzousand ~ """

U,S Production 31ghters of World War Two I

. Francis H. Dean AMERICA'S HUNDRED THOUSAND U.S. Production Fighters of World War II

Francis H. Dean America's Hundred Thousand covers in detail the eleven U.S. fighter aircraft types produced just before and during World War II - with a combined production total of just over 100,000 aircraft. Covered are the Army Lockheed p-38 Lightning, p·39 Airacobra, Curtiss 1'-40 Tomahawk/Kittyhawk/Warhawk, P-47 Thunderbolt, North American P-51 Mustang, Northrop P-61 Black Widow, and the Navy F2A· Buffalo, F4F- Wildcat, F4U- Corsair, and F6F- Hellcat fighters. The text is supplemented by more than 650 photographs, and 200 tables and graphs.Fighter production figures are also included. After an introduction of each type, a heavily illustrated overview of earlier inter-war production fighters from 1920-on, along with a discussion and ullustration of wartime experimental types, is provided. Alengthy section considering several technical factors affecting fighter performance follows. These include engine models, supercharger types, propellers, aerodynamic thrust, lift and drag, aircraft weight, balance, stability and control, and armament. America's Hundred Thousand also provides details of each U.S. World War II production fighter in terms of models and changes, numbers produced, and major engine and aircraft performance aspects - in tabular and graphical form - details of weights, discussion of handling qualities and general comments, along with detailed descriptions containing many illustrations of aircraft structures and systems showing the technology of that time. In addition a comprehensive week-to-week and month-tomonth chronology of development and wartime combat operational life for each fighter is provided including many photos. This study concludes with comparisons of the eleven types in terms of program milestones, aircraft drag, power available at various altitudes, speed, climb, rolling and turning, acceleration, and diving performance as well as general evaluations by World War II pilots. Size: 8 1/2" x 11" over 1000 b/w phoros, graphs. chans approx. 400 pages, hard cover ISBN: 0-7643-0072-5 $59.95 Available October