As in the three previous books, the drawings may show designations used by an actual squadron, but they are not intended to depict any specific squadron's aircraft, or to show all structural details. Rather, they are intended to illustrate the placement of markings and intended application of the various color schemes as given in the directives, all of which, in many cases, have been disregarded by using activities, as the directives were frequently many years out of date.
This volume brings us full circle. From the early days when navy aircraft were to be Light Gray and Aluminum, through the colorful schemes of the 30s and drab wartime camouflage to the bright Insignia White, Light Gray and fluorescent Red Orange, to the present gray-on-gray.
Even the familiar national aircraft insignia has lost its patriotic red, white and blue, to become shades of gray, or black, as have the distinctive yellow rescue arrows and red warning symbols. Not only have the colors changed, but so has the composition of the paints used, which renders the paint low IR reflective.
Unfortunately, due to poor quality control of paint, or utilizing the wrong colors during field touch-up operational aircraft can soon develop a splotchy appearance. But there is a faint glimmer of light.
We are now seeing a slight bit of color appearing on some aircraft. Not the imaginative 9 markings of the past. Those who have read through these four volumes must now realize the large discrepancies through the years between what was specified and what was actually done. The only consistent aspect of painting US naval aircraft has been its inconsistency. Because of this, I would be the last person to say that any specific scheme has not been used.
The reader should also now realize the futility of trying to prescribe an exact paint scheme for a given period without a photograph of the aircraft in question.
It is even more impossible to define an exact paint color - which probably didn't exist in the first place - for a specific period. However, I have tried to identify the myriad of changes in the painting and marking of US naval aircraft and the directives which decreed each change.
It has been a long, sometimes frustrating project, yet a project I felt needed to be undertaken. It is with a sense of relief that I have reached its conclusion, and I hope it will help to fill a void in the history of US naval aviation. Winston Churchill once said "Writing a book is an adventure. To begin with, it is a toy, an amusement; then it becomes a mistress, and then a master, and then a tyrant.
But, more importantly, he must have access to a vast number of photographs, documents and other support material. However, no one could anticipate every potential trouble spot. An author simply has to move ahead with what he has until gaps or weaknesses are encountered. It is at this point authors often seek the assistance of fellow enthusiasts. It is certainly true that Marines help each other and I have been fortunate in this respect through many former associates in the Corps.
I would like, though, to specifically recognize Harold W. Morris for his assistance with the painting of Marine Corps helicopters during Operation Desert Storm. WA Beebe, with his personal experience, was equally helpful for the Vietnam period. A cheerful response was always forthcoming from Lynda Crawford in Op , the Aviation Statistical Branch, when official records required checking.
I mastered drafting fifty odd years ago, which made it possible to produce the line drawings in this series. But I want to thank Charles C. The three pages of colorful unit insignia appearing in this volume were painstakingly reproduced by Sonny Schug of Studio West, Scottsdale, Arizona.
The Munsell system of color identification has made it possible to tie the various color numbering systems together with a system format that is recognized world wide.
Thanks to this format it is now possible to correctly identify a specific color with great accuracy. This activity would not have been possible without the assistance of the Munsell company. I especially wish to thank Louise P. Finally, I also want to personally thank all contributors who have not been mentioned, for without the interest and participation of all, this series would have not been possible.
Colors, Interior, Aircraft; Requirements for, dated June 20, , slightly modified the painting of interior areas. Upholstered seats, seat cushions and bunk covers were to be a rust color to match Color No. Special operational compartments were identified as those where there is no regular need for making visual observations from the aircraft at night and no advantage in dark adaptability of aircrew members.
In these areas, the immediate working area in front of the operators, such as mounting racks, control surfaces, table tops and support structures were to be Dark Gull Gray. In all other areas, wall and ceiling surfaces above a line 3 feet Nonfunctional table tops in passenger and recreational areas were to match Color No.
Lavatory floors and walls up to a line 3 feet Remaining walls and ceilings were to be Light Green. Soundproofing and trim throughout the aircraft were now to be Light Green. All other upholstered seats were to remain Color No. There is really very little difference between these two shades. The use of fluorescent Red Orange paint was still required on all transports operated predominantly within the conti- Right: The FJ-3D of VU-1 in the distinctive drone control scheme contrasts sharply with the FJ-3 and FJ-4 in the normal carrier scheme.
Force, U. However, prior to overseas deployment. Both the upper and lower surface of the wings from the tip inboard for about one-third of the length of each wing were to be so painted. This area was to extend no less than 4 feet Horizontal control surfaces, including ailerons, were not to be overpainted with fluorescent material. The entire vertical tail section, to the zone where the fin flares into the fuselage, was to be painted.
In the event it was deemed advisable to avoid critical rebalancing, vertical control surfaces could be left the normal painted finish of the aircraft. On transports, the bottom and sides of the fuselage, starting at the radome, if any, and extending aft to a line perpendicular to the leading edge of the wing on two-engine aircraft. All other aircraft were to have this paint applied on the bottom and sides of the front portion of the fuselage, starting at the radome, if any, and extending aft to a line perpendicular to the forward edge of the front canopy.
As before, the customary insignia, markings, solar heat-reflecting finish, antiglare surfaces, walkway materials, rainerosion-resistant finish, deicer boots, transparent areas, hinges, screens, any part of the exhaust trail areas, leading edges, polished areas, or any area that would produce glare in the pilot's or co-pilot's eyes were to remain in their original color and not be overpainted. A margin, not to exceed 2 inches 5. Small areas that would require extensive masking prior to application of the fluorescent finish could retain their original color scheme.
Fluorescent paint was not to be applied to painted nose sections having an area of less than 2 square feet Rain-erosion-resistant finishes for metal surfaces on all aircraft, such as leading edges of airfoils, were to be Light Gray or Aluminized. This finish was now specified to extend aft to a line established at approximately 3 inches 7. As in the past, combat aircraft operating in localities of highdensity air traffic could have the fluorescent finish applied locally, when authorized by the applicable commander Commander, Air Force, U.
Pacific Fleet; Commander, Air The interior surface and inboard end of wing leading edge slats, as well as the wing area covered by the slats in the closed position on training aircraft.
A new colorful paint scheme was now specified for aircraft assigned to the Search and Rescue mission. The vertical stabilizer, upper and lower surfaces of the wing from the wing float outboard, less the ailerons, and sides of the bow forward from a point approximately in line with the forwardmost point of the windshield, were to be fluorescent Red Orange.
Wing tip floats and struts, the center section of the wing upper surface, including upper surface of engine nacelles aft of the wing leading edge, and a 3-foot The bottom and sides of the fuselage, both sides of the horizontal stabilizer and elevators, both sides of the rudder above the elevators, entire engine cowls, and all wing surfaces not previously specified, were to be Seaplane Gray.
The remainder of the upper fuselage was to be Insignia White, with the exception of the antiglare panel. On each side of the fuselage, centered between the leading edge of the wing and the bow, was to be a rectangle, the length of which was to be three times its height. The height was to be one-third the height of the projection of the fuselage side at point of application, except that it could be no greater than 36 inches, nor less than 20 inches This rectangle was to be glossy Orange Yellow and enclosed by a glossy Black border 2 inches 5.
Vertical control surfaces on aircraft painted in the carrier scheme. Walkways on trainers were to be nonspecular black. Walkways and steps were to be outlined in nonspecular black or white. With the introduction of remote-controlled drone helicopters in the antisubmarine warfare role, a visual means of identification as to the right side or left side of the vehicle was necessary.
This was provided by the logical application of red to the left side and green to the right. To increase the visibility of these colors, fluorescent RedOrange and fluorescent Green were used.
Aircraft which were specified to be aluminum finish could have the bare metal painted with an aluminized finish or Aircraft Gray, if required for corrosion protection. Detachable seat cushions in the cockpit and flight deck areas were now to be colored to match Color No.
Passageways and catwalks located in otherwise uninhabited spaces were now to be nonspecular Light Gull Gray. These specifications do not apply to Naval aircraft used for research projects The interior color scheme of such aircraft was subject to departmental approval in each case. While Federal Standard a color numbers were used throughout this specification, it stated that color requirements of ribbed nylon cloth used for seats was to be comparable to the colors issued by the Textile Color Card Association of the United States, Inc.
When authorized by the cognizant command, the high visibility color scheme could be applied to ejection seats. This marking had to be removed prior to deployment beyond the continental United States, except on purely training exercises. The area of the outer surfaces of the ejection seat back and side parts of the seat bucket from the top to 3 inches 7. The outer surfaces were to have vertical 3-inch 7. The remaining area between the side borders was to be fluorescent Red Orange. The inner surface of the ejection seat back and bucket were to retain the Dark Gull Gray from the top to 1 foot The outer edges of the inner surfaces of the bucket seat were to retain the existing Dark Gull Gray.
The remaining areas between the borders were to be fluorescent Red Orange, except where exposed by openings in the detachable seat cushion and padding.
Exposed portions of the ejection seat back and bucket, as well as the inner surfaces of any side portions of the ejection seat bucket, were to retain the Dark Gull Gray color. All other structural components of the ejection seat assembly, such as moving parts, mountings, pedals, control knobs and handles, were to conform to the color requirements for those areas, as defined in the specification. Sound proofing and thermal insulating blankets were now to conform in color to the wall colors specified in the areas in which they are applied, rather than just Light Green.
However, any sound proofing and thermal insulating blankets installed in uninhabited areas were to be Light Green. Studies relating to the reduction of mid-air collision potential due to the application of high visibility paint schemes indicated that for certain missions and operational conditions the insignificant safety potential gained did not justify the additional expense and upkeep work.
The squadron Death Angel normally displayed on the tail can be seen on the red edge of the raised wing. The well known star design has been carried since introduced on the FJ-2 and can be seen on the pilot's helmet. Reserve Training Command aircraft were included in the category that does not receive fluorescent paint.
On May 5, , Chief of Naval Operations directed that those aircraft which were required to be painted in the high visibility paint scheme were to be painted with International Orange. Upper and lower surfaces of both wing tips were to be painted nonspecular Orange Yellow from the wing tip inboard a distance equal to seven percent of the total wing span float excluded on PBY type aircraft.
A glossy black border 6 inches The wing tip floats and struts were also to be painted nonspecular Orange Yellow. The upper surface of the wing center section, including the rear projection portion of the engine nacelles, were painted nonspecular Orange Yellow to a point just outboard of the two engine nacelles. A glossy Black border 6 inches A inch This band was not to extend onto the last step or keel. This band was outlined with a 6-inch A nonspecular Orange Yellow rectangle, whose length was equal to three times its height.
A 2-inch 5. The height of the rectangle was to be thirty-three percent of the vertical dimension of the projection of the fuselage side at the point of application, except that the height of this rectangle could not be greater than 36 inches The rectangle was to 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, was to be located aft on the hull to clear this marking. The aircraft now required to be painted in this manner were Training Command, not to include Reserve aircraft target control, SAR aircraft, target towing, target aircraft and drones.
In , it was decided to provide the President helicopters for rapid transportation. It was desired that there be no identifiable branch of service recognition on these aircraft. All service markings were removed and a new color applied. This mixture was facetiously called "Breen" by those who had proposed it. Bureau of Weapons message Z of July 6, , to the Bureau of Weapons Representative at the Sikorsky factory specified the following markings were to be applied.
The top of the helicopters was to retain the Insignia White solar heat reflecting finish. The remainder of the aircraft was to be painted "Breen. The American flag was to be applied on the engine access doors, both sides, with the blue field forward.
Two narrowly separated white stripes below the windows were to extend approximately from station to The aircraft model and serial number were to be applied in 2-inch 5. The solar heat reflecting Insignia White top on transports now started at the top forward edge of the pilot's enclosure. It extended aft to include the vertical stabilizer and rudder, the upper surface of the horizontal stabilizer and elevators, and down each side of the fuselage to the line of 17 the bottom of the row of windows.
All other metal surfaces were to be painted Aircraft Gray, except in the case of C and C aircraft, which had the lower fuselage and vertical stabilizer in bare aluminum. Aircraft with fabriccovered controls were to have them finished with aluminized dope. On VIP and staff aircraft, a blue stripe could be added below the white area and a blue chevron on the engine nacelle for decorative purposes.
On these aircraft the Aircraft Gray could be eliminated, except as required for corrosion protection in, for example, exhaust trail areas. Carrier-based aircraft were to have the frontal areas painted overall in Insignia White, including all glass fiber reinforced plastic assemblies, for which white rain-erosion material was to be used.
Other aircraft were to leave the rain-erosion-resistant material its natural color and not overpaint for color matching. Aft facing radomes were to be painted white on carrier aircraft and Light Gull Gray on other types. The Special Patrol Plane scheme was dropped and once again Warning Aircraft, which normally flew at altitudes of 15, feet ml or less, were to be overall Seaplane Gray. KD Target Aircraft were to be Insignia White on the upper surface of the wings, horizontal stabilizer, elevators, verti- Above: An early E-2A at Calverton in still with the Grumman Hawkeye designation on the nose.
The entire fuselage was to be fluorescent Yellow Orange, while the bottom surface of the wings, horizontal stabilizer and elevators were to be Insignia Red. Target drones were to be overall fluorescent Yellow Orange.
At the request of Chief of Naval Air Training, Chief of Naval Operations Speed letter Serial P50, dated November 13, , exempted transport-type aircraft assigned to the Training Command from the high visibility paint scheme requirement. However, this did not apply to any transporttype aircraft used in the Training Command which was regularly used in student pilot, Naval Aviation Observer, or navigation training.
The new paint scheme for Target continued on p. Below: While some consideration was given to the camouflage provided by the Field Green Color, none of the service or identification markings were subdued on their CHA of HMM in As can be seen in this photo, the paint schemes used did not always conform to the current regulations. Notice the 00 markings denoting a Air Group Commanders aircraft. Right: A typical label identifying the facility, date and materials used in refinishing an aircraft is shown on this F4D In , the white top, natural metal bottom and brightly colored propeller blades help to identify this C F as a station aircraft.
Below: Along with the colorful marking on this TA-4J Skyhawk of VF, the red warning around the landing gear doors is clearly visible. Towing Aircraft become as follows. Both upper and lower surfaces of the wings, horizontal stabilizer and elevators were to be glossy Orange Yellow.
The vertical fin and rudder s were to be glossy International Orange. The fuselage, cowling and engine nacelles in the case of multi-engine aircraft excepting surfaces extending into the upper wing surface were to be glossy Engine Gray. Wing walkways were to be semigloss Seaplane Gray or nonspecular Black. The 3-foot 7. Colors for aircraft assigned to the Search and Rescue mission were also modified.
The Orange Yellow markings remained, as far as location was concerned, but were now to be glossy. Wing tip floats and struts were also to be glossy Orange Yellow. The wing tips outboard of the wing floats, excluding the ailerons, were now to be glossy International Orange, as was the vertical fin and rudder. However, the color used was once again to be glossy International Orange rather than fluorescent Red Orange.
Where local conditions might warrant, the International Orange scheme was authorized at the locations so desiring. Aircraft assigned to the Reserve component were no longer painted with the orange fuselage band special markings. Their overall exterior paint scheme was to be the same as comparable aircraft types operating in the Fleet, which allowed for rapid mobilization without the need of extensive repainting in time of emergency.
The high visibility color patterns for other aircraft remained 25 Left: This UHA is a good example of the high gloss achieved on the overall Sea Blue scheme. Notice how the national aircraft insignia is blocked out by the open door.
The walkways on carrier aircraft remained nonspecular Light Gull Gray, except in cases where gross contamination was prevalent, due to the aircraft configuration, in which case nonspecular Dark Gull Gray could now be employed. The Field Green overall land camouflage used on observation aircraft was modified in the case of the OV These aircraft were 'now to have the surfaces viewed from below painted glossy Light Gull Gray. Warning aircraft that operate as land-based and normally operate at 15, feet m or less were to have the glossy Insignia White solar-reflecting top applied.
The remainder of the aircraft was to remain semigloss Seaplane Gray. This area on other aircraft was to remain Insignia Red. These were to be painted Insignia white on the upper surfaces down to an undulating line extending from the bottom of the lower window in the pilot's compartment to the bottom of the tail hinge.
The lower portion was to be Light Gull Gray. In the case of C and C aircraft, the instructions to leave parts unpainted were modified to those used in a VIP or Staff capacity, which could have the area of paint coverage reduced. However, areas of bare metal were required to be brightly polished. Two color schemes were now to be used, as shown in the following chart. Color Scheme NO. These two color schemes were to be used in nonflight crew stations, which include such areas as combat information compartments, radar and sonar stations, Right: The interior lining was removed from this CHD in Vietnam by HMM to reveal the structure and make repairs easier.
The color scheme was to be selected according to the characteristics of the various aircrew stations, with consideration being given to compartment size and lighting, climatic control, and the physiological and psychological well-being of the aircrew. Color Scheme No. The two color schemes must not be intermixed in the same aircraft. Several factors prompted this request, such as the reduced number of paint colors required, a reduction in the deterioration of aircraft wiring, and internal corrosion due to heat.
The primary concern, though, was to reduce the internal heat by use of a lighter color scheme, which would increase cockpit habitability and reduce pilot fatigue. This request was approved by the Chief of Naval Operations on October 17, At that time they were to be repainted in the standard Light Gray and Insignia White.
However, International Orange was to be retained on the vertical tail surface only. Left: The red warning markings around wheel doors, speed brakes, and flaps is clearly visible on this newly painted A-6A.
This consisted of the three-color camouflage pattern regularly applied to the Royal Air Force Harriers. The first twelve aircraft were delivered with a glossy finish. At the request of the Marine Corps, aircraft number thirteen and subsequent were delivered with a nonspecular finish. The colors used are British colors, with no equivalent in Federal Standard a.
Name Approximate Munsell No. These aircraft were to be painted as directed by the type commander. The interior of the engine cowling, which had been painted glossy Aircraft Gray, was now to be painted glossy Light Gray. With the switch to polyurethane coatings for exterior surfaces, the nonspecular Light Gull Gray previously applied to surfaces viewed from above on carrier aircraft was replaced with glossy Light Gray.
Glossy Light Gray also replaced the Aircraft Gray which had been used on all surfaces except the solar heat-reflecting glossy Insignia White top on landbased transports. Thus, these entire aircraft were now painted with a glossy finish. The requirements remained in effect for fabric covered control surfaces on transports to be doped aluminum, as well as the special Black stripe and chevron markings for VIP transports.
The form of letters for the tail code is not correct. Patrol aircraft and utility land-based aircraft were to have all surfaces painted glossy Light Gray in place of the nonspecular Light Gull Gray, except for the fuselage roof and vertical tail, which were to be solar heat-reflecting glossy Insignia White. SH-3 helicopters assigned to submarine search-and-attack duties were to have the upper surface painted glossy Insignia White down to a line from the bottom of the lower window in the pilot's compartment to the bottom of the tail hinge.
Below this line was to be glossy Light Gray. The color separation was to be a blended line. OV aircraft were now to have the surfaces viewed from below painted glossy Light Gray. Nonspecular Insignia White was to be on the upper surface of the wings, with the remainder of the aircraft being Field Green.
This was dictated by the Vietnam experience whereby the possibility of attacking aircraft not recognizing a low-flying Forward Air Control FAC aircraft in the target area. Control columns could now be either nonspecular Dark Gull Gray or nonspecular black to match the control handle grips. The chart for interior color Schemes No. In addition, a Scheme No. This third scheme was to be used when specified by the procuring activity.
As before, color Schemes No. Table II shows the new schemes. Gray Overhead, sidewall down to wainscoting Green White Gray Floor and 1 foot Ceilings and walls, including all exposed structural members, ventilating ducts, etc. The upper surface of the wings of OV aircraft was changed to nonspecular Insignia White, while the undersurfaces of the wings was to be glossy Light Gray.
This was to commence upon depletion of the low gloss paint. Records indicate, however, that in many cases the change was made before the low gloss paint was expended. Obviously, therefore, a firm date cannot be established for this change. Bottom: This F-4J is marked with the required markings and shows how the tail code letters may be adjusted to conform to the shape of the tail.
During , numerous complaints were received from the Fleet concerning the high detectability of the gray and white scheme.
The first scheme tried was gray and blue on a TA-4F, using the deserVsand pattern specified in Douglas Aircraft drawing The colors selected for this trial were , , , and Numerous other aircraft were painted in this or similar schemes. While significant data was developed during these tests, the participating squadrons were not in agreement as to the best overall scheme.
However, it did determine once again that nonspecular flat colors must be used for maximum effect. Early in , Mr.
Keith Ferris proposed a deceptive paint scheme of three shades of gray in a jagged pattern with a false canopy painted on the bottom of the aircraft. This is reminiscent of the earlier Barclay scheme 1, which painted false aircraft components, such as engine nacelles, on the aircraft. Many fighter aircraft of different types from several squadrons were painted in the Ferris scheme for an extended evaluation. Although some deception did occur, the 34 "confusion factor" decreased as pilots flew more sorties against the scheme.
In addition, the scheme increased the initial detection range of the aircraft. The basic concept of this plan was that since no single paint scheme was optimum under all conditions, a multi-theater tactical paint scheme would be developed for each fighter and attack aircraft model as well as theater specific paint schemes. These schemes were to be developed using computer simulation, as well as actual flight testing. A similar Air Force program had shown that the detection ranges predicted by the computer model were very close to the actual detection ranges determined during flight testing.
As the project progressed, it became evident that the theater specific concept was not really practical. The necessity of changing paint schemes whencontinued on p. The Marine Corps seal on the tail was in full colors. Below: A view of the flight deck of the USS Saratoga CVA in the s well illustrates the variety of paint schemes as well as the crowded operating conditions aboard a carrier.
The White upper surface of the wing was a safety feature to increase visibility from above while flying low level missions in Vietnam. Obviously the threat of a nuclear thermal pulse was not a serious consideration. The extended radome nose is Insignia White. Below: VA The Blue Dolphins could easily be recognized with their name on the fuselage spine, insignia on the tail, and a Blue Dolphin on the drop tank.
As the third squadron in the Air Group, they also used Blue for the tail code and fin and rudder tip. Therefore, a single multitheater TPS was adopted for each model, which was the best overall compromise. Chief of Naval Operations was concerned about continuing to have glossy white applied to fighter aircraft.
This concern was caused by the fact that in air combat an adversary pilot was given a visual cue as to which way the aircraft was turning, due to the split scheme of Light Gray on top and Insignia White on the bottom. This was rectified on February 18, , by CNO message Z, which changed the paint scheme on fighter aircraft to an all glossy Gull Gray.
The Chief of Naval Operations responded in January , by message Z, which authorized the application of this nonspecular Marine Corps Green for the following aircraft within the existing program funding: continued on p. Due to the high temperature of the jet exhaust, the aft portion of the engine nacelle is left the natural metal finish. Above: This AV-8A of VMT clearly shows the hard line of demarkation between the camouflage pattern of the upper areas and the white of the under side.
Right: All of the red markings. A bit of local artistic license was taken in applying the base name in a vertical position as well as the formation of the letters. Left: The tail pipe of the F-8H is bare metal due to the extreme heat of the jet exhaust. Roosevelt CV Roosevelt in the early s is identified by the Insignia Blue tail markings as an Air Group spare. Note that the radome is painted in the same manner as the horizontal airfoils with the Insignia White going over the leading edge to the upper surface.
Right: The landing lights were just too much of a temptation not to add eyebrows and a smiling mouth to these E of VAW in mid Note the black and white striped tail hook on the C model. Normally the engine nacelle would be painted two tons the same as the fuselage.
Bottom: The Insignia Red edge of landing gear doors and surface under the leading edge slats are clearly visible on this A-4F.
Opposite right: These F-4 of VX-4, the Navy's test squadron for fighter aircraft and weapons, illustrate several of the col schemes being evaluated in the late and early 80s. The bright red aircraft OF-4B drone painted for maximum rather than minimum visibility.
None of these schemes conformed to the regulations and there had been no directives authorizing or even condoning such markings. However, due to the subject. It should be remembered that these were individual aircraft schemes and not applied to the entire squadron. The 75th Anniversary of Naval A. The idea of applying the 75th Anniversary Logo designed by Charles C.
Cooney was abandoned when the cost involved was considered. The 75th Anniversary of Marine Corps Aviation pased quietly the following year. All AH-1 T in production. IR reflective paint was to be deferred on CH and CH helicopters until completion of tests and evaluation. Top: Even the patrol community was caught up in the Bicentennial painting of aircraft as seen by the Liberty Bell and thirteen stars on this P-3A of VP These schemes were based on the aircraft shape, the mission profile they would fly, and the possible theater of operation.
These two schemes were approved in July and August The reason for this early implementation was that the Navy did not want the current Gray and Insignia White scheme applied to these new aircraft models, which were soon to be delivered to the Fleet. Reconnaissance Squadron 62 RA-3B is painted white in accordance with the attack aircraft scheme. Note the black areas of the under wing surface that are impinged upon by the engine exhaust.
Below: The last Skyhawk built was painted in this colorful scheme which included flags of the six other countries to operate the A This aircraft was assigned to VMA and continued to operate with this scheme for a short period. Below: Note that the multiple suspension bombrack which is an accessory is painted white to match the under surface of the wing.
Guided missiles, rocket launchers, etc. Because of the great difference between upper and lower colors there was no need to eliminate a hard line of demarcation between them. Right: The launcher and practice Sidewinder missile are in sharp contrast to the subdued markings on this AH-1 J.
The standard paints currently being used on naval aircraft. The cove areas, such as interior of flaps. On February 4, The reports which began coming in all came to essentially the same conclusions. It was difficult for adversaries to find an aircraft with the TPS until close in. All those reporting mentioned the difficulties of cleaning the aircraft and touching-up the paint finish. There were problems with visual identification.
It was difficult to quickly read side numbers on the deck, and the painting of cove areas gray instead of red removed safety and malfunction warnings.
There were also numerous reports of problems with inflight join up and misidentification. On October 8. A TPS was to be adopted for all tactical aircraft. Prior to adoption of the TPS. Red cove areas and landing gear door markings were to be retained. Lighten or outline modex for greater visibility. Operations with tanker aircraft had shown that low visibility was quite undesirable for that type of aircraft. The F TPS was not approved at this time for production aircraft, as the Engineering Change Proposal was disapproved, due to its cost.
Following the development of the TPS for fighter and attack aircraft, and the general acceptance of the advantages of these schemes in the Fleet, numerous fleet squadrons requested that TPS be developed for additional aircraft models. This color change specified gray , the same color used on the bottom of other fighter and attack aircraft.
During , the Fleet evaluated another scheme for fighter and attack aircraft. This scheme was called the Heater-Ferris Paint Scheme, which was a deceptive scheme somewhat similar to the earlier Ferris scheme. Again, the aircraft was painted in large geometricalcshaped areas, using the colors Intermediate Blue Gray , Blue Gray , Light Gray , and Light Gray After careful study, the CNO disapproved the request on May 29, , and said " The purpose of this scheme was to increase aircraft survivability on the modern battlefield by providing a disruptive paint pattern to reduce visual identification.
These tests showed the camouflage pattern superior to the current overall Field Green to prevent visual detection by aerial observers over most types of terrain. The medium gray used in this evaluation required toning down to provide less contrast over green backgrounds.
It was requested that low Infrared lR brown and tan paints be developed to replace the gray color. At this time a study was also requested to develop paint schemes for any area in the world as well as procedures for the expeditious application in the event of contingence activation.
Of necessity this would require the use of water-based paints. In February , Marine Aviation Weapons and Tactics Squadron 1 reported by message Z that both aircraft had been observed from the ground as well as in the air in the desert environment of Yuma. The broken pattern was extremely successful in distorting what would have been the well defined helicopter outline characteristics of the current Field Green Marine helicopters.
Unlike the Field Green aircraft, camouflaged aircraft were very difficult to detect from the ground. Their gray colored elements, the pattern itself, or a combination of both greatly impeded visual acquisition against a sky background.
The advantages of such a camouflage scheme became more pronounced when considered with the world wide surface-to-air antihelicopter capabilities. Camouflage aircraft positioned with a sky background were difficult to see. However, against the desert floor or mountains, they were often as visible as the same type positioned in the same proximity that were painted Field Green. While this pattern was extremely effective against sky or water, the medium gray employed contrasted with some desert backgrounds.
The camouflage scheme on these two helicopters provided them significant survivability features nonexistent in the Field Green aircraft. They also requested the quick development of Sand, Desert Sand, and Suidi Sand for possible future application. In some cases, it was determined that fleet evalu- Right: As the colorful era came to a close in , VC-1 0 used this scheme on their TA-4J.
The painting of both sides of thin control surfaces white to reflect a thermal pulse clearly shows against the gray of the upper surfaces. Rhode Island clearly shows their colorful rudder markings. Such a scheme was developed and approved on March 11, The instructions describe high visibility and other special purpose paint schemes, in addition to TPS for all fighter, attack, utility, cargo, trainer, helicopter, and SAR aircraft, with detailed drawings for most models.
There are two new distinct schemes for tactical aircraft. Tactical Paint Scheme to reduce visual detection comprised of a nonspecular gray, with all exterior markings in a contrasting shade of nonspecular gray. TPS are used for deception, to reduce initial detection range, or to confuse and mislead observers as to the identity, extent, number, etc.
Tactical Paint Scheme patterns are applied to an aircraft to lessen probability of detection visually or photographically, in flight or on the ground. Patterns are based on optical principles that dictate certain nonreflective colors, color configurations and color proportions.
The arbitrary application of markings and color schemes other than those described below will reduce the effect of tactical paint schemes and are not permitted. Decals may be used in place of paint for insignia and markings, provided they are made of a nonreflective material and conform to the gloss requirements of the coating system. Decals are not permitted to be used to apply large markings, such as the national aircraft insignia.
Land Camouflage Scheme, which blends into land backgrounds comprised of a solid non specular Marine Corps Green, or green, gray and black colors, with all exterior markings applied in nonspecular black. This scheme is to be used for land-based Marine observation aircraft and helicopters assigned to the Marine Corps. Notation of the last major paint finish is to be stenciled on the interior of the nosewheel well-door.
For those aircraft that have fixed continued on p. While all the identification markings are highly visible, the national aircraft insignia in accordance with the tactical paint scheme can hardly be seen.
The American flag is unusual on a P Right: The hard line separating the Insignia White and Light Gull Gray on the fuselage of this S-3A is repeated on the engine nacelle rather than the normal blending of the colors.
The high-visibility paint scheme is to be employed only on aircraft in the training command excluding reserve training , target control, SAR aircraft excluding helicopters in combat SAR configuration , target aircraft, drones, and where required, test and evaluation aircraft. International Orange is to be used for all high visibility applications, except for targets and drones. Transparent areas, hinges, openings, screens, and any part of the exhaust trail and antiglare areas are not to be overcoated with the high visibility finish.
The wing tip markings are placed on the top and bottom of the wing, extending inboard on the wings approximately onethird of the length of each wing, but extending inboard no less than 4 feet Unless specific dimensions are given, this marking should terminate at a natural break in the wing surface. Horizontal control surfaces are not to be painted International Orange.
The entire vertical tail section, except for the control surface, is to be painted to where it flares into the fuselage. Notice the red edges of all wheel doors and surface under the slats is retained.
All aircraft, except transports, are to be painted on the bottom and sides of the front portion of the fuselage, starting from the radome, if any, and extending aft to terminate at a line perpendicular to the forward edge of the front canopy. On transports, the bottom and the sides of the front of the fuselage are to be painted starting from aft of the radome and extending aft 12 feet The normal insignia, markings, solar reflecting finish, antiglare, walkway materials, rain-erosionresistant finish, deicer boots, exhaust trail finish, etc.
Wing tip tanks on aircraft finished in the high visibility color scheme are to be painted over in International Orange, except for the antiglare and polished areas. The application of high visibility finish should be avoided on all aircraft on areas which would produce glare in the pilot's or copilot's Below left: In contrast to the reduced visibility national aircraft insignia, the "Val ions " VFA 15 painted all other recognition markings so as to be clearly visible.
The high visibility finish must not be applied to any transparent or translucent plastic, or metal frames or fittings on window areas, nor applied to nose sections having an area of less than 2 square feet.
The TPS patterns are to be applied in accordance with the specific aircraft illustrations in the instructions. HK Enhanced Carbine 5.
Remington , and Super Magnum Auto Shotguns 26 pages pdf. US Army. German Luger Pistol Owners Manual 19 pages pdf. FN 49 Semi Automatic Rifle 53 pages pdf. Military Armament Corp. US Army Browning. Lee Enfield Rifles Operators Manual 11 pages pdf. Safari Arms. Walther P Owners Manual 24 pages pdf. US Army M4 Carbine 5. US Army Vietnam 7. Romak-3 Dragunov Rifle 7. US Army M Enfield 33 pages pdf. Analyst 31 pages pdf. Army Information Security Program pages pdf. ARMY Division intelligence and electronic warefare operations pages pdf.
Sniping Training And Marksmanship. Sniper British Sniper Training 11 pages. Sniper Ballistic Tables 1 pages. Sniper Marksmanship Training Techniques 8 pages. Sniper Personal Kit and Equipment 13 pages.
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Radio Techniques pages. Hi Freq. Radios pages. Military Guide To Terrorism pages. Opposing Force Doctrinal Framework and Strategy pages.
Food and Water. Food and Water in an Emergency 4 pages. Food Shelf Life 20 pages. Food Storage Faqs 52 pages. Drying Food 8 pages. Biological, Chemical, Nuclear Operations and Safety. US Multiserv Treat. Agent Casualties pages. Potential Mil. Casualties pages. Ops 63 pages. US Multiserv Biological Surveillance pages. Chem,BioAgents,Compounds pages. Agent Casualties 81 pages.
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CDC Sheltering in Place 3 pages. Survival Map And Compass 5 pages. Citizens Preparedness Guide 30 pages. Earthquake and Tsunami Smart Manual 11 pages. Earthquakes 1 page. Emergency Human Waste Disposal 1 page. Emergency Management for Business and Indus. Emergency Response to Hazardous Materials pages. FEMA Floods 1 page. Business-Disasters 84 pages. FEMA Volcanoes 1 page. Flooding Info 1 page. Landslides and Mud Flows 2 pages.
Oregon State Tsunami Warning 49 pages. Tornado - Selecting Refuge Areas,Buildings 72 pages. Response 2 pages. Tsunami Health Effects 1 page. Tsunami Warning Systems and Procedures 41 pages. Winter Power Failure 16 pages. ARMY Journal.
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