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This is a limited and highly accurately printed edition dedicated to the original colours of the WWII era. The chips that appear in the book, even though they are not painted with real paint, are highly controlled, checked and calibrated in the most precise way under the current and most modern parameters of printing and technology, to match the original colours.

LIMITED EDITION

Original idea and concept: Fernando Vallejo Francisco Vives AK Interactive Executive editor: Maciej Góralczyk Art direction: Tomek Wajnkaim Cover idea: Maciej Góralczyk Color profiles: Janusz Światłoń Proofreading: James Hatch Translation from Russian: Maciej Góralczyk Michael Neradkov of ScaleModels.ru

The symbols of the Third Reich including the swastika were part of the markings of German aircraft during World War II and are shown in this book for the sake of historically correct representations. The authors are firm supporters of an open and democratic society and do not to sympathise in any way with radical movements whatsoever.

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index 4 ACKNOWLEDGEMENTS 6 8 8 11 16 24 28 46 46 52 60 65 68 90 92 112

1. GERMAN AIRCRAFT COLOURS IN THE SECOND WORLD WAR - 1.1 THE PRE-WAR AND EARLY WAR PERIOD - 1.1.1 SINGLE COLOUR FINISHES - 1.1.2 THE FIRST CAMOUFLAGE SYSTEM - 1.1.3 GREEN CAMOUFLAGE SCHEMES - 1.1.4 LEGION CONDOR CURIOUSITIES - 1.1.5 EVOLUTION OF THE FIGHTER CAMOUFLAGE - 1.2 NEW NEEDS, NEW COLOURS - 1.2.1 NEW FIGHTER COLOURS - 1.2.2 NIGHT FIGHTERS AND BOMBERS - 1.2.3 TROPICAL COLOURS - 1.2.4 WINTER CAMOUFLAGE - 1.3 THE LATE WAR COLOURS - 1.4 INTERIOR COLOURS - 1.5 OFFICIAL COLOURING SPECIFICATIONS AND CAMOUFLAGE PATTERNS - 1.6 SCALE COLOUR EFFECT

114 116 117 119 128 134 135 141 144 147 148 158 178 183

2. U.S. AIRCRAFT COLOURS IN THE SECOND WORLD WAR - 2.1 INTRODUCTION - 2.2 USAAC/USAAF CAMOUFLAGE COLOURS - 2.2.1 OLIVE DRAB 41 AND ANA 613 - 2.2.2 MEDIUM GREEN 42 - 2.2.3 NEUTRAL GRAY 43 - 2.2.4 SAND 49 - 2.2.5 HQ NW AFRICAN AIR FORCES - 2.2.6 HAZE CAMOUFLAGE - 2.2.7 JET BLACK ANA 622 - 2.2.8 NON-STANDARD FINISHES GALLERY - 2.3 UNITED STATES NAVY CAMOUFLAGE COLOURS - 2.4 USAAF/USN INSIGNIA COLOURS - 2.5 US AIRCRAFT INTERIOR COLOURS

186 188 189 189 191 197 202 203 211 213 215 215 217 217 218 218 220 221 221 222 222 223 224 227

3. BRITISH AIRCRAFT COLOURS IN THE SECOND WORLD WAR - 3.1 INTRODUCTION - 3.2 CAMOUFLAGE COLOURS - 3.3 TEMPERATE LAND SCHEME - 3.3.1 NIGHT - 3.3.2 SKY - 3.3.3 SKY BLUE - 3.4 TEMPERATE SEA SCHEME - 3.4.1 SKY GREY - 3.5 DAY FIGHTER SCHEME - 3.6 DESERT COLOURS - 3.6.1 MIDDLE STONE (SOMETIMES REFERRED TO AS MIDSTONE) - 3.6.2 AZURE BLUE - 3.6.3 DEEP SKY - 3.6.4 MEDITERRANEAN BLUES - 3.7 PHOTO-RECONNAISSANCE (PR) COLOURS - 3.7.1 PHOTO-RECONNAISSANCE UNIT BLUE - 3.7.2 PRU SPECIAL PINK - 3.7.3 EXTRA DARK SEA GREEN AND PRU MAUVE - 3.8 AIR SEA RESCUE AIRCRAFT - 3.9 TRANSPORT AIRCRAFT - 3.10 GREY GREEN - 3.11 IDENTIFICATION COLOURS - 3.12 CODE LETTERS

228 4. SOVIET AIRCRAFT COLOURS, 1940-1945 230 - 4.1 TERMS AND DEFINITIONS 231 - 4.2 UNTIL 1940 235 - 4.3 1940 243 - 4.4 1941-1942 255 - 4.5 WINTERS OF 1941-42 AND 1942-43 258 - 4.6 1943 271 - 4.7 WINTER OF 1943-1944 272 - 4.8 1944-1945 280 - 4.9 FRONTLINE EXPERIENCE 284 - 4.10 A VIEW FROM THE INSIDE 288 BIBLIOGRAPHY

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Acknowledgements Maciej Góralczyk would like to thank the co-authors: Gerald T. Högl, Jürgen Kiroff, Nicholas Millman and Mikhail V. Orlov, whose unparalleled research work allowed us to jointly create this resource. The participation of Mikhail V. Orlov would not have been possible without the help of Michael Neradkov of ScaleModels.ru, and Massimo Tessitori. The archive photo material included in this book could only be collated with the help of fellow researchers and collectors: Dénes Bérnad, Craig Busby, Dino Cerutti, Boris Ciglić, Alex Crawford, James V. Crow, Dani Egger, Søren Flensted, Chris Goss, Brett Green, Robert Gretzyngier, Thomas Hesse, Bjarne V. Jansen, Adam Jarski, Phil Listemann, Dan Manthos, Mikael Olrog, Robert Pęczkowski, Harald Rabeder, Sergio Luis dos Santos, Brian Spurr, Paul Stipdonk, Akira Takiguchi, Chris Thomas, John Vasco, David Weiss, and particularly my great friend Erik Mombeeck. Valuable information was collected during some very entertaining online discussions with Marc-André Haldimann, Tomas Prusa, Sinisa Sestanovic, David Weiss and most of all, Franck Benoiton and Georg Morrison, whose knowledge and passion of Luftwaffe research must be emphasized. Janusz Światłoń must be congratulated for both the creation of quality colour profiles and patient approval of numerous editor comments and corrections. The involvement of James Hatch was indispensable for ensuring correct grammar and wording. Tomek Wajnkaim’s talent and experience led to the design of a clear yet modern-looking layout, of which I’m very proud. Finally, I would like to thank my family for their continuous support, and Fernando Vallejo for his faith in this project. Since the death of Ken Merrick, considerable progress was made in the research of Luftwaffe colours. While this work was created in the spirit of ‘the master’ himself, it was only possible with the invaluable help of a high number of people and due to space limitations not everybody can be mentioned here. Of special significance for Jürgen Kiroff and Gerald T. Högl are our fellow researchers, Jens Mühlig and György Punka. Both gentlemen are not only the most important contributors of new evidence and they are also a pleasure to work with. The recreation of Luftwaffe colours and their documentation would not have been possible without the dedication of Peter Kiroff and Günter Blickle of Farben - Kiroff - Technik. Jürgen Kiroff has been in charge of the RAL archive for years, and it is a matter close to his heart to express his gratitude to the RAL gemeinnützige GmbH, and especially to Ms. Meißenburg, who is always there to help. A special thank you goes to professor Dr. ing. habil Klára Wenzel, and her colleagues Dr. Krisztián Samu PhD and Ágnes Urbin of the Department of Mechatronics, Optics & Mechanical Engineering Informatics, Faculty of Mechanical Engineering of the Budapest University of Technology and Economics. Their essential help in the field research and the documentation of historic colour samples is very much appreciated. Mikhail V. Orlov wants to express his gratitude to everyone who helped him in collecting material and information about the painting of Soviet aircraft, and particularly M. Maslov, N. Yakubovich, and employees of the information department of the Yakovlev Design Bureau: Y. V. Zasypkin and S. D. Kuznetsov. Illustrating the chapter with numerous rare photographs wouldn’t be possible without the help of the late V. Vakhlamov.

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Maciej Góralczyk • Gerald T. Högl • Jürgen Kiroff

German Aircraft Colours In The Second World War

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1.1.1 Single colour finishes

1.1 The pre-war and early war period

The Luftwaffe (German Air Force) was officially founded on March 1, 1935, and became a subject of rapid growth from a total of 16 Staffeln (squadrons) at the time of its foundation to 48 Staffeln on August 1, 1935. During the same period, aviation materials, including paints, thinners and protective coatings, are known to have been integrated into the military procurement system and given four-digit codes. When necessary, these were supplemented by two-digit suffixes which meant that a specific colour must be used, in accordance with the colour coding system of the Reich Air Ministry [Reichsluftfahrtministerium – abbr. as ‘RLM’].

RLM 01 silber

RLM-grau (RLM 02)

RLM 63 hellgrau

The expanding German military aircraft fleet initially wore overall silver and grey finishes. Whilst the former can be attributed to the RLM 01 silber (silver) colour standard, the greys ranged from the colour standardised no later than 1935, as RLM-grau (RLM-grey) and, subsequently, RLM 02, to RLM 63 hellgrau (light grey), which had been introduced with the first known RLM colour card that was issued in early 1936. In terms of the visual comparison of colour standards, RLM 63 differed little from RLM 02, but the difference in pigmentation may have caused increasing difference in the visual appearance of the finishing paint layer, especially if it had been applied over an aluminium intermediate layer. Different formulation that allowed for saving raw materials, was the reason for using the 63 for external finishes.

A line-up of He 51 A-1s from 1./Kü.Jasta 136, photographed before take off from KielHoltenau airfield in early 1936. All aircraft were painted in RLM-grey overall (Erik Mombeeck coll.)

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Silver liveries were common for training aircraft as they provided better visibility in the air, which was an important factor considering their role and usage. Many silver trainers were still in use in early 1940s, being gradually replaced by more modern training aircraft types finished in grey overall, and from around 1943, in camouflage schemes, or obsolete combat aircraft relegated to flight schools and training units.

He 59 B, coded 60+E13 of 3./Kü.Fl.Gr. 106, Borkum, Germany, 1937. RLMgrey overall finish with silver floats

This picture was apparently taken during a presentation of various aircraft in the second half of 1935, or in 1936. Lined-up are (from the left): H.E. 9d, He 42, He 60 with rarely seen 01+Y50 or 01+X50 marking, which is believed to indicate direct attachment to the Oberkommando der Luftwaffe (Luftwaffe High Command), W 34 (See), He 59 and Ju 52/3m. The first two aircraft were painted silver overall, with silver grey floats, whilst the remaining seaplanes carried grey overall finish with silver floats (Maciej Góralczyk coll.)

Pictured at Jüterbog-Damm, as indicated by the distinctive hangar visible in the background, these He 51s coded 21+_21 (where _ indicates position of the individual aircraft’s letter) belonged to 4./JG 132. As this unit’s red identification colour was only applied to the engine cowling and spinner, the photo must have been taken between August 1935, when five-character codes had been introduced, and July 1936, when application of unit colours was extended to the upper fuselage decking of the aircraft. The aircraft were finished in RLMgrey overall. Note the animal names painted in white on the engine cowlings (Erik Mombeeck coll.)

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This Ar 68 F coded White 6, wore the circle markings of a 3. Staffel of a Jagdgeschwader (Fighter wing), which were used from July 1936 to December 1937. Judging by the appearance of the markings (especially the fairly round ‘6’ digit), this aircraft most likely belonged to 3./JG 232 (renamed 3.(l)/JG 137 on April, 20, 1937), which employed these fighters since January 1937. Furthermore, the place appears to be Bernburg airfield, which was the home of the unit from April 1935 until August 1939. The aircraft was finished in RLMgrey overall, with the engine cowling and upper fuselage decking painted in the unit’s identification colour of green (Erik Mombeeck coll.)

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These Fw 44 and Bf 108 B-1 trainers were photographed at Kastrup airport and probably belonged to FFS A/B 10. Both aircraft wore their factory finish, which in the case of the Fw 44 was silver overall. Note the swastika fully positioned on the fin as introduced in 1940 (Nationalmuseet, Danmark)

The reason for emergency landing of this Ar 96 B-3 WNr. 4358, DQ+YF, coded White 2, from 1./JFS 2, was not a mistake of a young pilot, but the broken piston rod. The accident happened on May 26, 1942, neat Reetz. Built in late 1941 at the Czech Avia factory, the aircraft received an overall grey finish (probably in RLM 02, as RLM 63 was by then declared obsolete), which was standard for trainers during this period. Things would change in 1943 due to the increasing presence of Allied aircraft in the skies over Germany and occupied countries (Craig Busby coll.)

1.1.2 The first camouflage system 1936 saw the introduction of the first standard camouflage scheme, which was intended for the land-based bomber (including the dive bomber class) and reconnaissance aircraft. The aircraft’s upper surface pattern was to comprise straight-edged patches of three colours: RLM 61 dunkelbraun (dark brown), RLM 62 grün (green) and RLM 63 hellgrau (light grey); whilst the undersides were to be uniformly finished in RLM 65 hellblau (light blue).

RLM 61 dunkelbraun

Hs 123 A-1 WNr. 968, coded 52+A13, from 3./St.G. 165, Kitzingen, Germany, 1937. RLM 61/62/63 upper surfaces with RLM 65 undersides

RLM 62 grün

RLM 63 hellgrau

RLM 65 hellblau (1938)

All these colours were introduced with the first known RLM colour card, issued in early 1936, and they are recorded to have been first applied to Ju 86 A-0 bombers that had been built since February 1936. This camouflage scheme would be officially valid until mid-1937 for dive bombers, and definitively abandoned from use for other aircraft in September 1938, although the situation with reconnaissance aircraft is not fully clear, as many Do 17 Ps, whose deliveries to the units started in late 1938, are documented to carry the four colour finish, whilst the majority of Hs 126 A-1s that had been manufactured from the spring of 1938 and delivered to the units since June 1938, were painted in the new RLM 70/71/65 camouflage. Quite a number of frontline aircraft retained the RLM 61/62/63/65 scheme well into the Polish and French campaigns, with the most notable examples being the Hs 123 dive-bombers and aforementioned Do 17 P reconnaissance aircraft. Worth noting is that available photographic reference indicates that at factory level, the colour patches of this camouflage scheme were typically painted with hard edges. This resulted from the usage of nitrocellulose lacquer paints in this period, which were not suitable for mist spraying.

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Ju 87 A bombers from 1./St.G. 165 are ready for take off. The caption on the rear side of the photo indicates that the aircraft coded 52+A11 was the mount of the unit leader, Hptm. Ott (likely Ernst Ott, who was appointed Kommandeur of the newly formed II./St.G. 163 in November 1938). Both Stukas carried the same upper surface pattern consisting of RLM 61/62/63 hard-edged patches, but different colours were applied to the same areas on each machine (Bjarne V. Jensen coll. via Søren Flensted)

Pictured during the summer of 1938, this Ar 68 E, coded Yellow 4, from 9.(l)/JG 132, is a rare example of a fighter aircraft camouflaged in the RLM 61/62/63 splinter pattern, a few of which are documented to serve with III.(l)/JG 132 in the aforementioned period (Erik Mombeeck coll.)

The red circle markings which covered the national insignia of this Do 17 E-1, coded 53+A13, from 3./KG 155, indicate that it took part in the 1938 summer manoeuvers. This aircraft was painted in accordance with diagram 2a, colour arrangement A, which is reproduced in subchapter 1.5 (Erik Mombeeck coll.)

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Reproduced here is a part of the colour listing included in the 1944 edition of the ‘Taschenbuch für Lackierbetriebe’ (‘Pocketbook for Paint shops’). Note that although the upper surface colours for the camouflage scheme introduced in 1936, i.e. RLM 61, 62 and 63, were still correlated with the RAL system, as was the case with RLM 00, 01, 02 (here recorded as hellgrau 1 r, which was its designation within the RAL 840 R system), 04, 21-28 and 66, the RLM 65 along with the camouflage colours introduced afterwards, had no direct RAL equivalent

A complementary colour chart released as a supplement to the RAL 840 B 2 colour set. These colours were added at the request of the German Railways, Minister of Aviation and Commander-in-Chief of the German Air Force, Wehrmacht, and again German Railways, respectively. Colour designated as 35 m (RAL 4000 in RAL 840 R) was used for painting the high-speed diesel train cars and the wagons of the ‘Rheingold’ luxury train. Colour 1 r (RAL 7003 in RAL 840 R) corresponds to RLM 02 grau. Colours 45 and 46 (RAL 7017 and 7021 in RAL 840 R) were introduced by Wehrmacht as new camouflage colors in July 1937. Colour 47 (RAL 3004 in RAL 840 R) was used for painting the Berlin S-Bahn wagons real colors of wwii aircraft /

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This Do 17 P, coded 4U+EH, from 1.(F)/123, was finished to diagram 2a, colour arrangement B, of the factory camouflage specification for the Do 17 E and F. Interestingly, specifications for the Do 17 P and M variants available to this author, show RLM 70/71/65 scheme, but photos of other Do 17 Ps taken before and during the early war period usually show the RLM 61/62/63/65 finish. This particular aircraft was pictured after coming back from a reconnaissance mission on April 21, 1940, during which it had been attacked by French fighters (Harald Rabeder coll.)

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1.1.3 Green camouflage schemes With the introduction of the Bf 109 B to Luftwaffe, and particularly, to II.(s)/ JG 132, in February 1937, a new camouflage scheme appeared on the German military aircraft. This consisted of an upper surface splinter pattern of two dark green colours, namely RLM 70 schwarzgrün (black green) and RLM 71 dunkelgrün (dark green). The undersides retained the RLM 65 hellblau (light blue) finish known from the existing camouflage scheme. Although the camouflage patches may appear to be hard-edged when viewed from a distance, close-up photos reveal that these were usually applied in accordance with the specification which can be found in the Handbook for the Bf 109 C and D: “the execution of the camouflage painting was not to be done with hard edges between colours, but blended into each other with a 50 mm overspray”.

RLM 70 schwarzgrün

The original colour card included in the 1938 edition of L. Dv. 521/1. Colours 21 to 28 were the marking colours (Jens Mühlig, www.historycolors.de)

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RLM 71 dunkelgrün

The new finish was chosen as a standard for the newly manufactured fighter aircraft (Bf 109 B, C, D, E, and He 112 B, as well as the He 51 C-1) until late 1939. The Bf 110 heavy fighters, or Zerstörers (destroyers), were factory-finished to this scheme at least until the late spring of 1940, and many aircraft of this type still wore it well into the Battle of Britain. During the 1937 and 1938, the RLM 70/71/65 scheme gradually became the factory finish for all land-based bombers, reconnaissance (except for high-altitude reconnaissance aircraft painted in grey overall, and recon variants of fighter aircraft that were factory-finished colours specified for fighters) and ground attack aircraft (except for fighter-bombers, which were painted in colours specified for fighter aircraft), and remained the standard for these classes of aircraft until the summer of 1944.

Bf 109 Bs, from 6.(s)/JG 132, finished to the RLM 70/71/65 scheme. These aircraft were photographed in Budaörs, Hungary, at the opening ceremony of the local airport, on June 20, 1937. II.(s)/JG 132 was the first Gruppe with the Luftwaffe to be equipped with the Bf 109 B aircraft in February 1937 (Hungarian National Museum)

Another Jumo-engined Bf 109 (probably a D, from 5.(l)/JG 334) getting ready for take off. Note the demarcation of camouflage patches (Erik Mombeeck coll.)

Bf 110 C-1, coded 2N+CH, from 1./ZG 1, Neuhausen ob Eck, winter 1939-1940. Standard factory pattern of RLM 70 and 71 over RLM 65 undersides real colors of wwii aircraft /

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He 111 H-6 production line at Ernst-Heinkel-Flugzeugwerke in Rostock-Marienehe. The aircraft with factory code DJ+LN visible in the background was most likely WNr. 4446. The camouflage pattern generally fit the diagram with the specified scheme which is reproduced in sub-chapter 1.5 (Nationalmuseet, Danmark)

A Ju 88 A or D in flight. The RLM 70/71 pattern on the upper surfaces quite nicely resembles the camouflage diagram reproduced in subchapter 1.5 (Erik Mombeeck coll.) 18

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This Ju 87 B-1, coded S2+AP, was flown by Staffelkapitän of 6./St.G. 77, Hptm. Herbert Pabst, during the summer of 1941. St.G. 77 continued using the old B-1s well into 1942. Note the name ‘Anton der Zweite’ on the engine cowling, which may referred to this machine being the second aircraft coded A, flown by this pilot. The RLM 70/71 pattern adheres quite well to the camouflage diagram reprinted in sub-chapter 1.5, with the exception of a surplus RLM 71 patch on the fuselage side, under the rear cockpit (Erik Mombeeck coll.)

A series of photos depicting aircraft of Blindflugschule 4 at CopenhagenKastrup airfield. He 111 G-3, coded CE+NX, was stolen by Danish mechanic on July 6, 1944, and flown to Helsingborg where it crashed upon landing, but the pilot survived (Josef Rotty via Nationalmuseet, Danmark)

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This Ju 88 sported the Blindflugschule 4 emblem on the forward fuselage. Note the shade of RLM 65, which apparently represents the ‘1941’ standard (Josef Rotty via Nationalmuseet, Danmark)

A rare picture of a Fw 58 in flight. We can see a large part of the RLM 70/71 upper surface pattern, which is similar to the schemes specified for other aircraft. The aircraft belonged to LNS (See) 6, based at Dievenow (now Dziwnów in Poland). This unit trained Bordfunker (radio operators) for maritime aircraft (Nationalmuseet, Danmark)

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This Si 204 D from a Blindflugschule (indicated by the two yellow fuselage bands) was photographed in Germany after the end of war. It carried a standard RLM 70/71/65 pattern (James V. Crow coll.)

RLM 72 grün

Fw 200 C-2 WNr. 0023, coded F8+EH, from 1./KG 40, Bordeaux-Merignac, end of July 1941. Standard factory pattern of RLM 72 and 73 over RLM 65. The factory code of this aircraft was apparently BS+AV, as evidenced by visible traces of hastily removed letters (Photo: Chris Goss coll.)

RLM 73 grün

The L. Dv. 521/1 colour card issued in 1938 introduced yet another set of two dark green colours, i.e. RLM 72 grün (green) and RLM 73 grün (green), which were intended for maritime aircraft. Again, the underside colour was to be RLM 65. The style of camouflage patterns was very similar to those designed for the RLM 71/70/65 scheme. The RLM 72/73/65 scheme remained the standard factory finish for seaplanes, as well as some of the land-based maritime aircraft, the notable examples being the Fw 200, Do 217 E-1 and E-3, Do 217 E-2, E-4, K & M (these variants, however, were to carry a night camouflage scheme with the lower surfaces painted in RLM 22 schwarz instead of RLM 65).

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Two photos of He 59, coded NV+AV, which belonged to Seenotstaffel 8 that had been formed in Mamaia, Romania, in April 1941. The first photo shows it with yellow Balkan campaign theatre markings on the rudder and front part of the engine cowling, whilst the other must have been taken some time later, when the unit participated in the war against USSR, as indicated by the yellow fuselage band (Maciej Góralczyk coll./James V. Crow coll.)

A He 115 C from 3./Kü.Fl.Gr. 506, being loaded with a torpedo. The camouflage pattern is clearly visible. Note that RLM 65 was also applied to the lower surfaces of the floats (Maciej Góralczyk coll.) 22

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Do 217 E-4 WNr. 4272, coded U5+KT, from 9./KG 2, wore a camouflage scheme intended for night operations, with the undersides painted in RLM 22. The upper surfaces were finished in RLM 72 and 73 (Chris Goss coll.)

Although the BV 138s captured on these photos after the end of war, were in a rather poor condition, they still give a good idea of the colours used (Lars Berth via Nationalmuseet, Danmark)

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1.1.4 Legion Condor curiousities On the following pages we will briefly discuss some notable exceptions from the standard finishes, which concerned the German aircraft that served with the Legion Condor during the Spanish Civil War. It must be emphasized that the large number of aircraft delivered to Spain retained the then-standard finishes for their classes within the Luftwaffe.

The initial finish of the first serial-produced Bf 109s that reached Spain, i.e. the 14 Bf 109 As coded 6-3 through 6-16, is still a matter of numerous discussions between the researchers. This author tends to agree with Lynn Ritger, who proposed a silver (with some parts left in bare metal, as can be seen on photos of 6-7) overall colouring. David Johnston cites a S/88 document from January 1938, which mentions a silberweiss (silver-white) camouflage colour, and Lt. Josef Fözö’s description of his Bf 109 A coded 6-16’s finish being silver-grey. What is certain is that some kind of coating had been applied, as some photos reveal damages to the paint layer, down to bare metal. Worth noting is the very smooth finish of ‘Antons’: the panel lines were apparently taped over (AF Editores archive)

Whilst most of the first Bf 109 Bs delivered to Spain (from 6-17 to 6-43) initially flew in the factory scheme of RLM 70/71/65, with a few aircraft, such as 6-29, 6-32, 6-35 and 6-39, being repainted in silberweiss possibly for the purpose of further comparison of both finishes, Legion Condor eventually adopted a simple scheme of RLM 63 over RLM 65 for their Bf 109s, which became a standard for the remainder of the Spanish Civil War, and was also subsequently applied to the surviving older Messerschmitts. Reproduced here is the only known colour photo showing Bf 109s of the Legion Condor, which was taken in 1939, given the presence of a Bf 109 E coded 6-12x (Akira Takaguchi coll.)

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Bf 109 Bs, coded 6-51 and 6-54, are also known to initially fly in the green factory finish. Furthermore, 6-51 was one of the few Bf 109 Bs of the Legion Condor (along with 6-38, 6-42 and 6-55, all belonging to 1.J/88, 6-44 during its service with this Staffel, and 6-50), which at some point carried a tri-colour camouflage pattern applied to the wings. A photo of 6-42 parked near a Do 17 E offers a good comparison of the colours carried by both aircraft, allowing to assess that this pattern consisted of RLM 61, 62 and 63 patches (Erik Mombeeck coll.)

He 45s were delivered to Spain in an overall grey finish, which wasn’t really suitable for their role. Various camouflage schemes were therefore applied, probably using lacquers for repairs in colours 61 and 62. These ranged from quite small, rounded blotches, through patterns of edgy patches (sometimes even showing a loose resemblance to the lozenge camouflage), to considerably wide bands and large patches of colour, as seen on this example (Erik Mombeeck coll.)

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…to more conventional bands and patches (Erik Mombeeck coll.)

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The camouflage schemes seen on the He 51s ranged from a randomly sprayed mottle in different colours (again, most likely applied using lacquers for repairs in colours 61 and 62)…(Erik Mombeeck coll.)

Some He 51s appear to be delivered in the RLM 70/71/65 scheme (Erik Mombeeck coll.)

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In the case of I./JG 53, the available photo reference shows that the autumn 1939 experiments concerned mainly, if not only, the aircraft of Gruppe’s Stabskette. Pictured here is one of them, whose upper surfaces were sprayed with quite large patches of RLM 02, 71 and 70, with angled vertical edges. Note that the fuselage spine was painted in green colours only. A quite similar pattern was also tested by II./JG 53, but both Gruppen abandoned this rather complicated finish in favor of different schemes which would be introduced in early 1940. Posing on the photo is Hptm. Erich Mix, a veteran of WW1 and Mayor of Wiesbaden, which may indicate that the photo was taken before September 26, 1939, when I./JG 53 left Wiesbaden-Erbenheim for Kirchberg / Hunsrück (Erik Mombeeck coll.)

III./JG 53 also tested an upper surface pattern of RLM 70, 71 and 02, although in their case, the patches of the particular colours covered considerably larger areas, making the entire scheme easier to apply. The Bf 109 E whose tail is visible in the foreground, most likely belonged to Lt. Jakob Stoll of 9./JG 53, who scored his 1st victory on November 6, 1939, and added another one to his tally on the next day. Other aircraft of the Gruppe are partially visible in the background, showing the distinctive large patches of RLM 02 applied over engine cowling and the area extending from behind the cockpit to the frame no. 6 or 7. It appears that III./JG 53 repainted the biggest number of aircraft amongst all units involved in camouflage testing, or at least, their ‘Emils’ were most extensively photographed (Chris Goss coll.) 28

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1.1.5 Evolution of the fighter camouflage After the end of the Polish campaign, a series of camouflage experiments have been conducted by the selected day fighter units, whose common feature was location in the Western Germany, and particularly at Wiesbaden, Kirchberg, Mannheim and Böblingen. This resulted in creation of a number of different schemes, and allowed to perform some combat tests during the clashes with Armée de l’air over the French-German border. Some of these camouflage finishes would remain common for the particular units for the next couple of months, whilst the others quickly disappeared, or evolved into different schemes.

The painters from I./JG 54 took a completely different approach, over-spraying their Bf 109 Es in RLM 02, in various ways. The results ranged from quite dense, but not uniform application of the grey colour over the factory green pattern, as visible on example of Bf 109 E-3 WNr. 1227, coded Yellow 1, flown by Staffelkapitän of 3./JG 54, Oblt. Hans Schmoller-Haldy (note the carefully masked-off maintenance markings)… (Erik Mombeeck coll.)

…through dense grey over-spray applied in such a way that the unpainted green surfaces formed meandering streaks, which were subsequently strengthened by random application of a green colour, as can be seen on examples of Bf 109 Es coded White 8 from 1. Staffel and Gruppenkomanndeur’s ‘chevron triangle’ (worth noting is that low-vis character of the marking of the latter machine; white outline markings were also used by 2./JG 54 from the autumn of 1939 until at least late 1940, or possibly until the unit’s reequipment with the Bf 109 F-2 in May 1941) … (Erik Mombeeck coll.)

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…to large, quite uniform application of RLM 02 over the fuselage sides, some portions of the fuselage spine, and large areas of the wing upper surfaces, with the remaining surfaces painted in RLM 71. Note the wavy scalloped demarcation between the colours. The camouflage finishes implemented by I./JG 54 during the autumn of 1939 would remain well into the Battle of Britain, and their demise was mainly connected with the deliveries of replacement aircraft finished to the new factory scheme that had been introduced in late spring of 1940, although photo reference reveals that I./JG 54 painters chose to further town down their sides, as can be seen on p.43 (Erik Mombeeck coll. / Craig Busby coll.)

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A different scheme was tested by II./JG 52, or more specifically, their 5. Staffel. This consisted of substantially large rounded patches of RLM 02, 70 and 71, applied over the upper surfaces of the fuselage and wings. The demarcation between this camouflage and RLM 65 undersides was extremely low (Chris Goss coll. / Erik Mombeeck coll.)

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It appears that the exact pattern was different on each of the 5./JG 52 aircraft camouflaged this way. This scheme was rather short-lived, and apparently disappeared soon after December 1939, in favour of the new standard singleengine fighter finish (Erik Mombeeck coll.)

The new standard camouflage scheme for the single-engine fighter aircraft was introduced in the December 1939-January 1940 period, both at the unit and factory level. It consisted of RLM 71 and 02 upper surfaces, and RLM 65 lower surfaces, with the latter colour covering most of the fuselage sides, including the entire rudder and tailfin. A few basic patterns can be determined when studying the photo reference. These differed from each other in the arrangement of colours on the wings and upper portion of 32

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the nose; the number of colour patches on the fuselage spine, behind the cockpit; the level of colour demarcation on the fuselage sides, and finally, the layout of the wing pattern. This so-called 40-er Anstrich (40’s painting) would be the standard finish of the majority of Bf 109s during the first half of 1940, and some units would still use a lot of Bf 109 Es painted this way well into 1941, the 3./JG 26, III./JG 26 and III./JG 54 being notable examples.

Bf 109 D, coded White N+5, flown by Lt. Joachim Böhner of 10.(N)/ZG 26, Hage, Germany, early January 1940. An earlier-built aircraft freshly repainted into the new scheme of RLM 71 and 02 over RLM 65. Note the fuselage spine surface divided into four colour patches

A typical example of a Bf 109 E repainted into 40-er Anstrich. Note the high demarcation of the colours on the fuselage. This machine belonged to 6./JG 77, and carried a single black victory bar on the rudder. II./JG 77 managed to shot down a number of RAF bombers during sorties flown over German Bight in late 1939 (Erik Mombeeck coll.)

This Bf 109 E-1, coded Yellow 8, from 3./JG 51, was most likely built in 1940, as evidenced by the revised camouflage pattern applied to the wing upper surfaces (Paul Stipdonk coll.) real colors of wwii aircraft /

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Photographed in Norway in June 1940, this Bf 109 E-1 belonged to II.(J)/Tr.Gr. 186. It was earlier flown by the CO of the 6. Staffel, Oblt. Kurt Ubben. Note the fairly low demarcation between the fuselage colours, non-standard finish of the port wing, the gun troughs painted with light grey heat-resistant paint, and traces of overpainted witch emblem under the cockpit (Erik Mombeeck coll.)

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Although JG 26 generally employed aircraft in standard finish well into the Battle of Britain, an interesting exception was the personal mount of the unit’s commander, Maj. Hans-Hugo Witt. The RLM 71 and 02 patches from the fuselage spine were extended downwards; on the nose, they covered the entire engine cowling. Furthemore, a band in RLM 02 was sprayed over the fuselage side, above the wing root. This, or identically painted aircraft, was used by Geschwaderadjutant Oblt. Hasselmann, coded A. Note that although the outer surfaces of the canopy frames appear to be painted in RLM 66, the interior framing and the cockpit itself are finished in RLM 02 (Erik Mombeeck coll.)

After a short-lived use of the 40-er Anstrich (possibly only on the newly delivered aircraft), during the winter of 1939-1940 the I./JG 53’s painters designed a new camouflage pattern, which became a standard finish for the unit’s Bf 109 Es until autumn of 1940. In the most basic form of this scheme, the fuselage spine was uniformly painted in RLM 70, most of the fuselage side surfaces got a uniform RLM 02 finish, with the RLM 65 underside colour extending upwards on the rear fuselage, with more or less wavy demarcation lines between the colours. In many cases, additional patches or streaks of a dark colour, either RLM 70 or RLM 71, were sprayed over the RLM 02 areas to break up the monotone finish. The wing upper surfaces were painted in an RLM 02/70 pattern (Chris Goss coll. / Paul Stipdonk coll.)

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After the previous experimental pattern was withdrawn, the ‘Emils’ of III./JG 53 wore either a similar basic scheme to the one seen on the I. Gruppe’s aircraft, or a variation of it with the fuselage sides almost completely covered with RLM 02, often with only a small hint of RLM 65 at the rear fuselage. The main difference between the appearance of aircraft from both Gruppen was that the III/JG 53 painters applied small blotches or streaks of green colour over the fuselage sides. The III. Gruppe’s scheme survived at least until late autumn of 1940 (Chris Goss coll./Erik Mombeeck coll.)

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Interesting variations of the 40-er Anstrich were applied to the Bf 109 Es of II./JG 51 during the winter of 1939-1940. White 8, a Bf 109 E-1 from 4./JG 51, was apparently repainted from the green scheme by over-spraying the sides in RLM 65, whilst the fuselage spine and wing upper surfaces apparently were first over-painted in RLM 02. This was followed by application of RLM 70 (or 71) patches over these areas. This also applied to the side surfaces of the upper part of the tail fin and rudder, where the swastika was re-applied in the new position – before 1940, it was superimposed over the fin and rudder (Paul Stipdonk coll.)

Another ‘Emil’ from 4./JG 51, White 9, appears to have the upper surface camouflage applied in reverse way. In this case, the RLM 70 was applied in the first instance, and followed by quite modest over-spray in RLM 02, which appears to be darker than on the previous photo due to being applied over a black green background (Paul Stipdonk coll.)

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Bf 109 E-3 WNr. 1160, coded White 2, was flown by Fw. Johann Illner of 4./JG 51 until July 1940, although the appearance of the aircraft would change in early spring of 1940, when the fuselage sides of II./JG 51 aircraft were toned down. These two photos allow us to see the rather unusual finish of the upper surfaces, with patches and streaks of RLM 02 applied over the green background. This was quite commonly seen on the Bf 109 Es from II./JG 51 during this period (Paul Stipdonk coll.)

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This photo of a Yellow 8 from 6./JG 51 shows how the finish of II./JG 51’s aircraft was toned down before the attack on the West. A dense pattern of dark streaks in RLM 71 or 70 was sprayed over the fuselage sides and probably also the wings (Paul Stipdonk coll.)

During the French Campaign, more units discovered the need for better concealment of their aircraft. One of the most famous finishes was adopted by the Stab, I. and III./JG 2: The fuselage sides of their Bf 109 Es were toned down with RLM 70 paint applied with brushes, used in a tapping motion (Erik Mombeeck coll.)

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A very peculiar cross-hatch pattern was applied to a number of III./JG 52 aircraft around June 1940. This finish would remain in use at least until autumn of 1940 (Erik Mombeeck coll.)

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Although its quality isn’t perfect, this photo of I.(J)/LG 2 aircraft taken in June 1940 is significant, as the Gruppenkommandeur’s machine visible in the background may have been one of the first Bf 109 Es with factory-applied mottling. Hptm. Trübenbach lost his previous aicraft on May 31, 1940. Even though the latter wasn’t heavily damaged during the belly-landing, it took some time to recover it from the place of accident (Erik Mombeeck coll.)

The need for toning down the fuselage sides of the Bf 109 must have been recognized by RLM before the French Campaign, and the revision appears to be applied at the production level around May 1940. The RLM 71/02/65 scheme with mottled fuselage sides would remain in use at least until late spring of 1941, although the replacement finish consisting of the new colours RLM 74, 75 and 76, will be officially announced in the next edition of L.Dv. 521/1, issued on November 8, 1941. The factory camouflage of the Bf 110 was also changed around May-June 1940. The newly manufactured aircraft were to be painted in a similar way as the Bf 109s, in a high demarcation RLM 71/02/65 scheme, with mottled fuselage sides. The camouflage pattern was also simplified, as it previously happened with the Bf 109.

Bf 109 E-4 WNr. 5323, coded Yellow 5, from 9./JG 27, is a nice example of the revised RLM 71/02/65 finish. The traces of the removed factory code PG+BQ are still visible (Erik Mombeeck coll.)

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As mentioned earlier, the fuselage sides of the new Bf 109 Es from I./JG 54 were often further toned down with a green colour, as seen on the example of Yellow 3 from 3./JG 54, which was photographed in the Netherlands during the spring of 1941 (Craig Busby coll.)

Bf 109 F-2 WNr. 12764, black double chevron, flown by Hptm. Rolf Pingel, Kommandeur of I./JG 26, July 1941, England. This aircraft was built in early 1941, and according to the British report, was painted in “dark olive green on the upper surface with pale blue underneath”. The camouflage scheme was obviously RLM 71/02/65 (Photo: via Erik Mombeeck)

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Built in June 1940, Bf 110 C-5 WNr. 2177, coded 5F+CM, from 4.(F)14, was forcelanded near Goodwood Home Farm, Chichester, Sussex, on July 21, 1940. This aircraft belonged to the first Bf 110s finished in the revised camouflage scheme (Chris Goss coll.)

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1.2 New needs, new colours

RLM 74

RLM 75

The original colour card included in the 1941 edition of L.Dv. 521/1. Curiously, the card is entitled ‘1938 edition’, even though it was actually issued in 1941 (Jens Mühlig, www.historycolors.de)

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1.2.1 New fighter colours Although the new colours have already been used for a few months, they were officially introduced with the issue of the 1941 edition of L.Dv. 521/1 on November 8, 1941. This document brought a partial revision of the previous colour assignment for the fighter and heavy fighter (Zerstörer) aircraft, which, according to paragraph ‘Anwendung der Lacke und Lackketten’ (Application of Lacquers and Lacquer Sequence), were to be painted in colours 74, 75, 76 and 65. It is unknown why the colour 65 was referred in this regard, as it is not further mentioned in this role in any other related documents. What’s more, even the introduction to the aforementioned document which lists the main changes, mentions only the colours 74, 75 and 76 as intended for fighters and heavy fighters. It is therefore possible that this single reference to colour 65 was a mistake. The RLM 74/75/76 combination became the standard colour set used for camouflaging Luftwaffe fighter and heavy fighter aircraft until summer of 1944.

RLM 76 v.1 (conforming to L.Dv. 521/1 of 1941)

RLM 76 v.2 (based on many original aircraft parts)

RLM 02 (conforming to L.Dv. 521/1 of 1941)

RLM 65 (conforming to L.Dv. 521/1 of 1941)

Interestingly, the samples of colours 02 and 65 included in colour card attached to L.Dv. 521/1 of 1941, differ from the previously issued variants. The 1941 version of RLM 02 is slightly greener and darker, whilst RLM 65 is more greenish and pale. This change in shade most likely took place before the issue of the 1941 version of L.Dv. 521/1, and may have been associated with the increasing role of both these colours in aircraft (especially fighters) camouflage since early 1940, and the introduction of a camouflage version of RLM 02.

A Bf 109 G-6 aileron painted in RLM 76 v.2 (Jürgen Kiroff )

Bf 109 F-2 WNr. 9553 was manufactured in June 1941 and apparently painted in the new RLM 74, 75 and 76 colours, with some addition of 02 for the mottling on the fuselage sides Note the shiny black finish of the wing root area. The aircraft was coded Yellow 9 and flown by Lt. Siegfried Schnell, Staffelkapitän of 9./JG 2 and one the leading aces of his Geschwader at the end of 1941 (Erik Mombeeck coll.)

Me 210 A-1 WNr. 2100110139, coded S9+BL, from 3./ZG 1, Lechfeld, January 1942. Standard factory finish of RLM 74 and 75 on the upper surfaces and RLM 76 on the lower surfaces, with the fuselage sides mottled in RLM 74, 75 and 02

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This Fw 190 A-2 WNr. 257 was built by Focke-Wulf Bremen plant during the winter of 1941-1942. Note the clean RLM 74/75/76 factory finish with no signs of mottling on the fuselage sides. The aircraft was initially used by II./JG 26. It first served with the 6. Staffel as Brown 12, and later became the mount of Gruppenkommandeur, Hptm. Joachim Münchenberg (Erik Mombeeck coll.)

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The Fw 190 A-3s built by Ago at Oschersleben in 1942, such as WNr. 2181, coded Black 13, from 8./JG 2, had not only the fuselage sides toned down with a mottled application of the upper surface camouflage colours (RLM 74 and 75), but carried simplified fuselage crosses consisting of white outlines only, which have been applied over a large patch of RLM 74 (Erik Mombeeck coll.)

The Fw 190 As built by Fieseler plant at Kassel (especially the later variants) can be distinguished by heavy mottling on the fuselage sides, which consisted of numerous small patches of RLM 74 and 75 upper surface colours that have been applied over an RLM 76 basecoat. WNr. 681385, coded White 16, was belly-landed by Ofhr. Franz Schaar from 5.(Sturm)/JG 4 on September 27, 1944 (Erik Mombeeck coll.)

The Bf 109 G-6s built by different manufacturers can be quite easily recognized by the specific interpretation of the camouflage patterns in each plant. On these two photos, which shows Gustavs from the 2. (black codes) and 3. Staffel (yellow codes) pictured at Sciacca in Italy in June 1943, we can the aircraft built by Messerschmitt Regensburg and Erla Leipzig. The former can be distinguished by the large RLM 74 area running from the ‘Beulen’ to behind the canopy, which also goes down under the canopy, and fuselage side mottle application in form of quite large patches/bands, often applied diagonally (see Black 4, 7 and Yellow 7). On the other hand, Erla-built machines are easily recognized by the fuselage sides toned down with quite large spots of RLM 02, 74 and 75 (see Black 1, Yellow 6 and 9). The photo of Black 1 also reveals how the Erla painters incorrectly interpreted the drawing from the OS-liste, which showed a zig-zag demarcation of colours on the wing with the purpose of defining it as irregular and soft-edged. At the Erla plant, it was taken literally, which resulted in the wing and horizontal tail upper surfaces finished to a saw-tooth pattern (Erik Mombeeck coll.)

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The WNF plant camouflage style can be seen on the example of Bf 109 G-6 WNr. 140265, coded Yellow 6, which served with I./JG 101. In this case, the fuselage sides were covered with a dense soft mottle (Erik Mombeeck coll.)

This unmarked Bf 109 G-6 was captured at Reims in September 1944. In this case, the camouflage spots appear to be applied in RLM 74, 75, and possibly 71 or 70 (James V. Crow coll.)

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The first Me 262s were finished to the RLM 74/75/76 scheme. However, this aircraft, WNr. 110956, coded White 17, which was relegated to training duties at III./EJG 2, as emphasized by the letter S (for Schulmaschine – training aircraft) applied to the fuselage and tail fin, was built in 1945, some time after its manufacturer have released aircraft finished to the regular RLM 81/82/76 scheme. It is therefore surprising that this machine was painted in the earlier colours (James V. Crow coll.)

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This diagram included in L.Dv. 521/1 of 1941, identified the surfaces which should be painted with the permanent black lacquer 7124.22

1.2.2 Night fighters and bombers At the beginning of war, the night fighter duties were fullfilled by just a few Staffeln which were equipped with obsolete single-engine fighter aircraft, i.e. Ar 68 F and Bf 109 C/D. These machines were generally used in the then standard camouflage schemes, as this allowed to also use them in the day fighter role if necessary. The first night fighting units that operated twin-engine aircraft, were formed in June 1940, when the danger of RAF night bombing raids on the Reich became imminent. The first true Nachtjagd units adopted an overall black finish in RLM 22 schwarz, which would remain in wide use until 1942, when it was replaced with the new fighter colours 74, 75 and 76, the later being sometimes substituted by RLM 02, as indicated by the camouflage diagram for the Do 217 N-1 (see sub-chapter 1.5). In early 1944, the factory-applied camouflage finish for the night fighter aircraft was simplified to RLM 75 over RLM 76, with the monotony of the single-coloured upper surfaces often broken by the application of streaks or mottles in RLM 76. 1944 saw also the re-introduction of RLM 22 schwarz, which was usually applied to the lower surfaces of the starboard wing in order to create a kind of identification marking for the Flak crews. However, a number of He 219s was factory-finished with black lower surfaces, vertical stabilizers and fuselage sides (up to the wing chord or slightly higher). During the last months of war, many night fighters received ground-concealment camouflage patterns usually consisting of densely applied streaks and squiggles in dark colours. The Luftwaffe bomber units assigned to night operations, were ordered to apply a temporary black camouflage over the lower surfaces, and fuselage and tailplane sides of their aircraft on July 16, 1940. This included blacking out the markings. The 1941 edition of L.Dv. 521/1 introduced a permanent black camouflage, which was to be applied to those areas, where the paint layer was most prone to damage due to weathering, using lacquer 7124.22. The remaining surfaces were still to be painted with the removable lacquer 7120.22. This permanent night camouflage was replaced by another permanent camouflage that was to be applied with lacquer 7126.22, which was described in the “Sammelmitteilung Nr. 2” (Collected Instructions no.2) issued on August 15, 1944. The L.Dv. 521/1 of 1941 also introduced a new colour for markings applied over night camouflage, i.e. RLM 77. A removable lacquer 7120.77 was specified for this purpose. No documentary evidence for existence of other lacquers in this colour is known to these authors. A colour sample of RLM 77 was not included in the colour card issued with the L.Dv. 521/1 of 1941, neither a recipe for a lacquer in this colour was found amongst those discovered by Jens Mühlig, which is discussed in sub-chapter 1.3.

Ar 68 Fs from 10.(N)/JG 2 carried the then standard camouflage scheme of RLM 70/71/65 (Erik Mombeeck coll.)

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The 11. and 12.(N)/JG 2 took part in the invasion of Norway in April-June 1940. As seen on example of two Bf 109 D-1s of the 11. Staffel, the aircraft of the unit were painted in the so-called 40-er Anstrich (Erik Mombeeck coll.)

He 111 P, coded J, probably belonging to KG 55, autumn 1940. The aircraft was painted in the temporary black camouflage that had been applied over the worn standard bomber scheme (Photo: Erik Mombeeck coll.)

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I./LG 1 operated in the MTO during the second half of 1941. Pictured here is a Ju 88 A, coded L1+HK, from 2. Staffel, in night camouflage. Note the blacked national insignia and fuselage band (Erik Mombeeck coll.) Bf 110 C-4, coded L1+DH, from 1./NJG 3, North Africa, 1941. An early night fighter in overall RLM 22 black finish, with a replacement tail unit and white theatre band applied only over the fuselage spine

Another black Bf 110 operated by 1./NJG 3 in the Mediterranean area. L1+BH was a Bf 110 E (James V. Crow coll.)

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An early Bf 110 G-4 camouflaged in RLM 74/75/76 scheme. This aircraft, coded D5+LT, was used by 9./NJG 3 in 1943 (Craig Busby coll.)

This Do 217 N prototype was finished in accordance with the camouflage pattern specified for the type (see subchapter 1.5). The colours were RLM 74, 75 and 76 (Chris Goss coll.)

In late July 1943, 2./JG 2 was assigned to night fighting duties. The aircraft of the Staffel, such as Fw 190 A-6 WNr. 550208, coded Black 2, were painted in RLM 76 overall. This machine was lost on September 6, 1943, when Obfw. Josef Bigge hit a car during landing (Erik Mombeeck coll.)

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The final night fighter scheme consisted of uniform application of RLM 75 over the upper surfaces, with the lower surfaces and sides painted in RLM 76. Bf 110 G-4 WNr. 180373, built between March and April 1944, still has some mottling sprayed over the vertical stabilizer and rudder, but in the case of WNr. 160790, produced one year later, these surfaces had a pristine RLM 76 finish (James V. Crow coll. / NARA)

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The late standard camouflage of this Bf 110 G-4 WNr. 110509, built in December 1944, was modified by spraying quite large irregular blotches of RLM 76. The G9+VS code points to 8./NJG 1 (James V. Crow coll.)

Bf 110 G-4 WNr. 160616, coded G9+AT, from 9./NJG 1, belonged to a batch manufactured between December 1944 and January 1945. In this case, dense over-spray in RLM 75 and 76 was applied to the upper and side surfaces (James V. Crow coll.)

He 219 A-2 WNr. 290004, coded G9+DH, from 1./NJG 1, Paderborn, Germany, spring 1944. Standard late war RLM 75/76 finish, with the upper surfaces sprayed with streaks of RLM 76

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A Ju 88 G-6 tail with black paint applied to the leading and trailing edges in order to disguise the contours, so it would resemble a bomber or C/R variant tail (James V. Crow coll.)

Ju 88 G-1 WNr. 712344, coded D9+PH, from 1./NJG 7, and a Bf 109 G-14, coded White 11, photographed after the liberation of Denmark. The RLM 75 areas were over-sprayed in RLM 76 at different intensity (Nationalmuseet, Danmark)

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In the closing months of war, the night fighter aircraft were often camouflaged with dense patterns of dark meandering streaks, as seen on example of this Bf 110 G-4 abandoned at Neubiberg, and Ju 88 G-6 WNr. 621082, coded 9W+EL, from 3./NJG 101 (James V. Crow coll.)

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1.2.3 Tropical colours When the first Luftwaffe units were deployed in North Africa between late January and March 1941, no suitable colours were available for camouflaging them. The first known reference to the newly designed tropical colours may be found in an RLM instruction sent to the Luftwaffe depot at Erding, in Southern Germany, on April 18, 1941. The document mentioned three new colours: RLM 78 blau (blue), RLM 79 sandgelb (sand yellow), and RLM 80 grün (green), and that lacquers in the first two colours will soon be delivered.

RLM 78 (1941)

RLM 79 (1941)

RLM 80

The colour chips for the new colours were issued in loose form only, and only RLM 78 and 79 were subsequently added as attachments to the 1941 edition of L.Dv. 521/1, which leads to two significant conclusions. First, this means that final decision about revision of the initial RLM 78 and 79 was made after the issue of L.Dv. 521/1 in November 1941. The RLM 78 shade was changed to a brighter blue, whilst RLM 79 was modified in the opposite way. RLM 80 remained unchanged, but its samples were not attached to L.Dv. 521/1 most likely because this colour was used only at depot and unit level, so the factories didn’t not need its samples.

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RLM 78 (1942)

RLM 79 (1942)

After the retreat from North Africa, the tropical colours were still used to some extent for painting aircraft operating over Italy and other Mediterranean countries until the end of war. It must also be noted that a number of fighter aircraft finished in desert colours were also sent to the Eastern Front, being operated in unchanged form by I.(J)/LG 2 (Bf 109 Es from the summer until at least the end of 1941), and, upon modification, by I. and III./JG 3 (Bf 109 F-4, spring - summer of 1942), II./JG 5 (Bf 109 F-4 and G-2, late spring of 1942 - spring of 1943), and possibly also II./JG 77 (Bf 109 F-4, spring 1942).

The first ‘Emils’ in tropical colours operated over North Africa by I./JG 27, were repainted at Sicily. This explains the rich use of RLM 80, as seen on example of this Bf 109 E-7 trop, coded Black 8, flown by Fw. Franz Elles of 2./JG 27 (PK-photo)

Bf 109 F-4 trop WNr. 10137 was flown by the top German ace in North Africa, Oblt. Hans-Joachim Marseille from 3./JG 27. This aircraft was delivered to the Luftwaffe in February 1942, and appears to carry the earlier variants of RLM 78 and 79 (Erik Mombeeck coll.)

This Fi 156 C-3 trop still wore its factory code PP+QL during the service in North Africa. It was most likely finished in the ‘1941’ variants of the tropical colours (Erik Mombeeck coll.)

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The upper surface pattern of this Fw 190 A-4, coded White 14, of 4./JG 2, which was photographed at Bizerta in December 1942, does not conform to any typical Fw 190 scheme. The patterns applied to the wings and horizontal tail more or less mirror each other. It is possible that this aircraft was one of the few Fw 190 A that served in North Africa in tropical camouflage. Note how the brighter colour (RLM 79?) was sprayed in form of small blotches over the darker areas (Erik Mombeeck coll.)

Bf 109 G-2 trop, coded Black 2, from 2./JG 77, Tunisia, early 1943. RLM 80 meandering lines applied over a mid-demarcation RLM 78/79 scheme (Photo: Erik Mombeeck coll.)

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Another G-2 trop from JG 77 photographed in Tunisia in early 1943. In this case, the green pattern, which use was suitable for the local conditions, was composed of numerous patches of RLM 80 (Erik Mombeeck coll.)

Hs 129 B-2, coded White Chevron Blue O, from 4.(Pz.)/Sch.G 2, Castel Benito, Libya, February 1943. All Hs 129s delivered to North Africa received different RLM 79 patterns that had been applied over the RLM 70/71/65 factory scheme. This ranged from more solid applications like shown on this example, which at first sight may make an impression of aircraft painted overall sand and subsequently camouflaged in green, to numerous meandering lines, the so-called ‘Arabesken’

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A wrecked Fw 58, coded CB+XI, was found by Allied trops at Castel Benito in Libya. Its green factory finish was modified by the addition of ‘Arabesken’ in RLM 79 (NARA)

Aircraft in desert colours served also on different fronts. In May 1942, III./JG 3 picked up 32 new Bf 109 F-4s from Wiesbaden-Erbenheim. All these aircraft were factory-finished in the tropical scheme, which was modified by application of large segments of green and grey colours, presumably RLM 70 and 75, to better fit the conditions in the southern sector of the Eastern Front, where the unit was subsequently deployed (Erik Mombeeck coll.)

A similar finish was also applied to the Bf 109 F-4s, which in April and May 1942 were received by II./JG 5, which fought in the northern sector, operating from airfields in Finland (Erik Mombeeck coll.)

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Ju 87 R-2 WNr. 6004, coded KC+YV, from IV. (Stuka)/LG 1 later I./St.G. 5, Finland, late 1941. Crudely applied winter camouflage with the fuselage spine left in factory-applied colours for some reason

1.2.4 Winter camouflage This kind of camouflage first appeared on the Luftwaffe aircraft used on the Eastern Front during the winter of 1941-1942. Known documents issued in 1943 and 1944 mention the use of a permanent white lacquer 7126.21, which could be applied by a spray gun, a brush, or even a broom.

Two Ju 87 Ds covered with dense pattern of white squiggles. The aircraft seen in the foreground was operated by 3./St.G. 2, as indicated by the unit emblem (Erik Mombeeck coll.)

An improvised winter scheme applied to He 111 WNr. 4500, coded A1+HN, from 5./KG 53. The damaged machine was belly-landed by Lt. Erich Horn on January 21, 1942, near Yukhnov (Thomas Hesse coll.)

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During the spring of 1942, a number of III./JG 54 aircraft (apparently mostly the newly delivered Bf 109 F-4s) carried a rather unusual form of winter camouflage: the rear fuselage spines of the Messerschmitts were painted in white. Some of these aircraft also had white wing upper surfaces (Erik Mombeeck coll.)

A white squiggle pattern applied to the upper and side surfaces was the typical finish for III./JG 5’s aircraft during the winter of 1942/1943 (Erik Mombeeck coll.)

Whilst the Fw 190 A-4s of I./JG 54 had their upper surfaces uniformly painted in white during in late 1942, in early 1943 many aircraft received a segmented pattern especially suitable for operations over wooded or forested areas with traces of snow (Erik Mombeeck coll.)

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White 3, flown by Uffz. Karl-Heinz Cordes of 1./JG 54, is another example of the late winter/early spring camouflage used by this unit in 1943. As seen on the second photo, taken during the summer, the white areas would simply be over-painted with darker colours (although note that the white background of the swastika was retained!) (Erik Mombeeck coll.) This Fw 190 from a ground-attack unit carried a highly uncommon white splinter pattern that has been applied over the standard RLM 74/75/76 camouflage scheme (Erik Mombeeck coll.)

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1.3 The Late War Colours

In preparation of his last major book on Luftwaffe camouflage and markings, Kenneth Merrick realised that additional progress in the research on this subject could only be made with a deep knowledge of paints and their technology. He therefore approached Jürgen Kiroff and asked him to join the research effort. After Kenneth’s death, research continued and one of the most important advances was the discovery of the original recipes for Luftwaffe camouflage colors, for one of the most important paint suppliers in Germany in World War II, by fellow researcher Jens Mühlig. The collection contains 35 recipes for different ‘Flieglacke’ (aircraft lacquers), thinners, primers, pigmented top coats etc. as well as the necessary ingredients with associated suppliers. The list of recipes covers the time period from around 1943, up to at least December 1944. In a lengthy development process by Farben-Kiroff-Technik, it was possible to re-create the majority of the original colours with original pigments. One of the most fascinating aspects of the recipes is that within the comparatively short period of time from 1943 to the end of 1944, one and the same top coat of an RLM color is included in different shades with different pigmentation, and indeed, with different colours. For instance, there are three different versions of RLM 81 in chronological order, with no indication that one of the recipes superseded another one. There is also no indication that a certain variant of one colour had to be used with a certain variant of another colour.

The early Bf 109 K-4 manufactured by Mtt. Regensburg in the 330xxx batch during the autumn of 1944 (as with this White 2 of 9./JG 77 which had been pictured at Neuruppin in November 1944), are generally thought to have had the upper surfaces painted in the old colours of RLM 75 and RLM 74. The contrast between the colours of the side of the engine cowling and the remaining part of the fuselage, may point to the use of standard RLM 76 for the former, and the green-blue variation for the latter (Erik Mombeeck coll.)

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The recipes included the requirement to completely meet a certain colour (‘völlige Übereinstimmung des Farbtons’): The working instructions for each of the pigmented paints refer to, in all cases, the headline testing and release of the ‘RLM-Farbkarte Farbton xx’ (RLM-colourcard shade xx). It can therefore be ruled out that whilst ‘any’ colour could be used, the colour had to match the official colourcard of the Reich Ministry of Aviation (RLM). By the same token, it is becoming clear that many cases where in the past where different shades of late war colours were attributed to the chaotic situation in 1945, were indeed deliberately produced versions of one and the same colour, according to an RLM-standard. A good example of further evidence for the intentional change of colours without changing their name is, for instance, the development of RLM 76.

Amongst various aircraft captured at Wunstorf in April 1945, there were two Bf 109 K-4s. The one in the middle was WNr. 330255 of Stab III./JG 27, which was finished in a rather common way for 330xxx batch K-4s. The fuselage of WNr. 332700 visible on the right, shows the later K-4 scheme with lowered demarcation between the colours. At the time of the 332xxx batch assembly, the upper surface colouring may have been changed to the RLM 81/82 scheme, although the front part of the engine cowling looks lighter than the rest of the fuselage spine, and this feature can be observed on some other photos. Would this mean it was delivered pre-painted in RLM 75? (James V. Crow coll.)

The Hungarian version of the Messerschmitt document regarding the change of the fighter colours from RLM 74 and 75 to 81 and 82. The date in the upper right corner, is the date of the original document by Messerschmitt Augsburg, the July 29, 1944. The translation was communicated by M.W.G. in Györ on September 2, 1944 – see lower left corner (Dénes Bernád coll.)

This colour was used between 1941 and 1945. The authors found several samples in the original 1941 shade, on late war aircraft wrecks. Within the same timeframe, at least one other version of RLM 76 also existed. This important finding is in line with another primary source: The official shades of some of the RLM camouflage colours also changed between 1938 and 1941. This can be proven by a spectral analysis of the original colour cards as included in the 1938 and 1941 versions of the L.Dv. 521/1 Behandlungs- und Anwendungsvorschrift für Flugzeuglacke (Luftwaffe Service Regulation 521/1 - Treatment and application instructions for aircraft lacquer). For example, RLM 65 changed from a light bluish colour to a slightly darker and ‘dirtier’, almost greenish blue-grey. After a pre-announcement in August 1943, the so called “Sammelmitteilung” (Collected Instructions) of July 1, 1944, stipulated the replacement of the colours RLM 70 and 71 by the new colours RLM 81 and 82, respectively (the darker colour was replaced by a darker colour, the lighter colour was replaced by a lighter colour). Residual quantities of available aircraft lacquers had to be used up. Therefore, it was permitted to combine RLM 70 with 82 and RLM 71 with 81. It will be noted that the replacement of the then standard day fighter upper-surface camouflage colours of 74 and 75 is not mentioned in the “Sammelmitteilung”. The missing link to fighter camouflage colours was kindly provided in document form by fellow researcher György Punka: On July 29, 1944, a communication from Messerschmitt Augsburg to M.W.G. Györ stipulated the replacement of 74 and 75 by “Farbton 81 (olivenbraun)” - olive brown and “Farbton 82 (hellgrün)” - light green for fighters. The original document refers to latest requirements of the ‘General der Jagdflieger’ (General of Fighters), regretfully without giving further details of how these requirements were communicated. The aforementioned document makes it clear that these colours were to be used for “Jägertarnung für alle Verwendungszwecke” (fighter camouflage for all uses). Apart from that, they were also to be used for “Zerstörer, Schlachtflugzeuge, Kampfflugzeuge (Tageinsatz), Tagaufklärer und Höhenaufklärer” (destroyers, attack aircraft, bombers (day use), day reconnaissance aircraft and high altitude reconnaissance aircraft). A document from Blohm & Voss, dated September 13, 1944, relates to the use of 81 and 82 for the upper surfaces and 76 for the under surfaces on the BV 155 fighter.1 The detailed analysis of Messerschmitt Me 262 production run already shows the start of a change from RLM 74/75, to green camouflage colors in August 1944, and from autumn onward the majority of the new jet fighters left the plant in the 81/82 camouflage.2 On August 15, 1944, only a few weeks after the “Sammelmitteilung”, there followed “Sammelmitteilung Nr. 2”. Among other changes, it proclaimed that in future the following colours would no longer be applied: 65, 70, 71 und 74. In the very next sentence it is made clear that the colour 70 would remain mandatory for airscrews. In other words: The classical camouflage scheme of 70, 71 and 65 was cancelled, as was the use of RLM 74, the darker colour of the previous day fighter scheme. The maritime camouflage colours of 72 and 73 were not touched, but the underside colour would apparently be RLM 76 in future.

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The reconnaissance Bf 109 G-10/R2 built by WNF, such as WNr. 770269, coded 5F+12, from 2./NAGr. 14, which was extensively photographed after its surrender at Fürth-Atzenhof on May 8, 1945, were painted in the transition scheme with RLM 75 and 81 v.2 applied to the upper surfaces. The notable exception is the tail fin, delivered by a subcontractor, which appears to be over-sprayed in RLM 81, with some dark green patches, presumably added using a template. The patchy and dirty appearance of Fw 190 A-8 coded Red 5 from 2./JG 6 (probably WNr. 961118, which would point to December 1944-January 1944 production of Norddeutsche Dornier Werke at Wismar) makes it difficult to determine the exact scheme, but the upper surface colour combination may have been the same, or the older RLM 74/75. Note the different shades of RLM 76 on the fuselage and rudder (James V. Crow coll./Lt. Col. Athlee G. Manthos via Dan Manthos)

This machine flew behind the American lines during May 1945. White 3 is presumed to belong to 1./JG 52. It was most likely a WNF-built Bf 109 G-10/U4, and carried the typical RLM 75/greenish RLM 81/76 finish for this manufacturer (James V. Crow coll.)

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The Erla assembly plant continued using the RLM 74/75/76 finish for a longer period than other Bf 109 manufacturers, as may be seen on example of this Bf 109 G-10 WNr. 150816, coded Black 4, which most likely belonged to JGr. 300. The Erla G-10s painted in these colours were finished to a mid-demarcation scheme (James V. Crow coll.)

Strict as the rules regarding the introduction of RLM 81 and 82 might seem, there was also an exception: For the Ju 188 D-2 the colors RLM 70 and 71 were apparently used up to the end of its production run, which was planned for January 1945. The reason for this officially approved exception was the remaining stock of 70 and 71.3 To summarise: RLM 81 and 82 were officially introduced in the second half of 1944 and came into use in about September 1944. The development of these new colours was obviously well-prepared and apparently already finished in 1943: there was a pre-announcement in August 1943 and at least one recipe each of RLM 81 and 82 dated back to 1943.4

RLM 81 v.1

RLM 81 v.2

RLM 81 v.3

As already mentioned, there are three different recipes for RLM 81. They are marked as “7121.81”, “7121.81 A 2” and “7121 A.3.81”. 7121 is the aircraft lacquer for a single coating based on a phenol-alkyd resin, originally developed by the paint manufacturer Warnecke & Böhm. The last-mentioned recipe “7121 A.3.81” is number 100 in the total list, which ends with number 101, and is apparently from late 1944. The letter “A” in the names of the recipes, in all likelihood, stands for “Ausführung” - a frequently used German abbreviation for version or release. Bf 109 G-10 WNr. 15153x, coded Black 22, from 5./JG 52, appears to be a hybrid of the early and late schemes applied to the G-10 at the Erla plant. The engine cowling and tail unit seem to carry a low-demarcation finish in one or two dark shades (possibly RLM 81 v.2 and RLM 82, or just the first one), whilst the remaining part of the fuselage had been painted in the middemarcation RLM 74/75/76 scheme, and subsequently toned down with extensive over-spraying in a dark colour, possibly RLM 81 v.2, in order to match the cowling and tail finish (James V. Crow coll.)

The three recipes of RLM 81 lead to different colours. This is not only shown by the recreation of the colours but becomes clearer in an analysis of the recipes: Whereas some pigments show up in every version of the colours (e.g. Zinc chromate), only the first and the last versions contain a red pigment and show different forms of khaki. Version 2 is a green colour. Apart from that, the quantities of the pigments in each version changed, and it is evident that three different versions of RLM 81 were indeed intended.

RLM 82

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A wrecked Bf 109 G-6 from 4./JG 104 (an advanced training unit), pictured at Herzogenaurach after the end of hostilities. The upper surface camouflage colours are RLM 82 and one of the brown RLM 81 shades, indicating a refurbished aircraft that must have been painted in a repair centre (James V. Crow coll.)

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The official camouflage scheme illustration for the Ar 234 C that had been approved on June 19, 1944, still specified the use of RLM 70, 71 and 65 colours. However, the serial production of the Ar 234 C started after the introduction of the new bomber scheme of RLM 81/82/76 and a colour photo confirms its use. The first serial-built Ar 234 Bs also reached the units after the camouflage change, and it is thought that the most of them carried the new colours. The pattern can be partially seen on this Ar 234 B-2 WNr. 140151, coded T9+KH, from Kommando Sperling, which was pictured at Rheine airfield during the autumn of 1944 (Chris Goss coll.)

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The finish of Me 262 A-1a WNr. 110836, coded Black L, from 2./KG 51, adheres well to the camouflage scheme specified for the type (see sub-chapter 1.5), the only difference being the presence of RLM 76 on the lower surfaces, which on February 23, 1945, were requested to be left in natural metal except for parts made of steel and wood. However, it is very possible that this machine was completed before the new directive reached the assembly plant. The upper surfaces were painted in RLM 81 and 82 (James V. Crow coll.)

Me 262 A-1a WNr. 501232, coded Yellow 5, from 9./KG(J) 6, carried a similar finish to the one prescribed for this aircraft, although the upper surface colours extend downwards, lower than was specified. Furthermore, the undersides were still painted in RLM 76, even though the aircraft was assembled more than one month after the approval of the directive requesting to leave the lower surfaces in natural metal finish (James V. Crow coll.)

Also RLM 82 is represented with three different recipes as well. Again, the first version dates back to 1943, with the last version being the last recipe in the whole compendium. Contrary to these different versions of RLM 81, the first and the third versions of RLM 82 are very similar to each other, and indeed by optical comparison, there is little to choose between them. With regards to the second version of RLM 82, research is still ongoing as it contains a greenish pigment that cannot yet be identified. With any currently known combination of RLM 81 and 82 on an aircraft, 82 will be the lighter of the two colours, although the difference between 81 and 82 sometimes is not that marked. It is obvious that several versions of these late war colours existed within a very short timeframe. As the German manufacturing system in the aircraft industry worked extensively with components manufactured at different locations, it cannot be ruled out that there’s a possibility of different versions of a particular paint with one and the same number appearing on one aircraft.

81 and 82 is connected to the work on the camouflage colors for buildings and ground installations. In April 1941, the RLM released the “Vorläufige Anwendungs- und Verarbeitungsvorschrift für RLM-Tarnfarben (Gebäude- und Bodentarnung)” - Provisional Direction for the Use and Processing of RLM Camouflage Paints (Camouflage of Buildings and Ground Installations). This instruction booklet contained a colour card with eight camouflage colours. Two of these colours - Dunkelgrün (dark green) and Dunkelbraun (dark brown) - are rather dark and are similar, but not identical, to the two khaki versions of RLM 81. The similarity in light reflection and hue might be a coincidence, although a remarkable one. It is possible that a third colour Olivgrün (olive green), is connected to the missing shade of RLM 82.7 The issue of these instructions in 1941 fits nicely into a timeline for the development of new camouflage colours for aircraft, leading to a first official announcement in 1943, and their actual introduction in late 1944.

It should be noted that all official documents refer to the use of RLM 81 and 82 together with RLM 76. There is no indication regarding the use of any other combination of colours, nor is there any evidence from documents that another colour was used for the lower surfaces of Luftwaffe aircraft.5 The exception is the previously mentioned use of existing paint stock: The darker colours RLM 70 and 74 could be combined with the lighter colour RLM 82, and vice versa RLM 71 and 75 could be used with RLM 81. A soft overspray, especially of RLM 82 over 76, created what Ron Belling described as a “soft yellow effect around the green”.6 This is certainly something a modeller should care about in the analysis of photos and the modelling process. On some photographs this effect is quite evident. In the past it was thought that RLM 81, 82 and 83 were introduced without much preparation and were simply reissues of the pre-war colours RLM 61 and 62. Based on current research, a simple reissue can be ruled out. How much the older colours influenced the creation of 81 and 82 is open to speculation. It is much more likely though that the development of RLM

RLM 76 Late War Variation In the context of the late war colors 81 and 82, the painting of the undersides of a number of aircraft, deserves to be mentioned. A green-blue variation of (presumably) RLM 76, was found on a number of museum aircraft and were documented by Ken Merrick.8 The colour remains enigmatic up to this day and has been widely discussed.9 Up to now, no recipe has been discovered for this colour which is included in the Real Color range under the designation “RLM 76 Late War Variation”.

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The He 219 A-2 which is undergoing restoration at NASM, had originally black undersides covered with a wave pattern of a green-blue colour. The latter shows some similarity to the RAF/MAP Sky. The original finish had been applied before the wings were attached, and was retained when the aircraft was repainted into RLM 75/76 finish (Brett Green coll.)

These two photos of Bf 109 G-6 WNr. 163824, preserved at AWM, were taken in different lighting conditions, which results in the remarkable difference of the RLM 76 appearance on the lower cowling. This illustrates very well the difficulties in the interpretation of colours even on modern colour photographs. This aircraft was manufactured in May 1944 and left the factory in the then standard RLM 74/75/76 camouflage, but in December 1944 it was repainted during an overhaul. Interestingly, most of the fuselage sides were painted in the green-blue colour, whilst the fuselage spine appears to be camouflaged in two different RLM 81 shades, which were also used to spray the few mottles on the sides (Brett Green coll.) 76

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Me 262 A-1a WNr. 111685, still wore its former unit code 9K+FH when it was captured by the Allies near the highway in the Hofoldinger Forest, south of München. Despite this, it had actually belonged to JV 44 since April 24, 1945. The initial appearance of the base fuselage finish of this aircraft may be revealed by studying photos of her sister aircraft, WNr. 111690, which was flown to Fassberg on May 8, 1945. This reveals that both machines had their fuselages finished with a very low demarcation scheme of lightly applied RLM 81 and 82 layers, where 81 worked as the basic colour, whilst 82 was quite randomly and thinly sprayed over it. In this case, the aircraft was then additionally camouflaged with numerous patches that appear to be applied in the green-blue colour. The aircraft was fitted with a replacement nose cone which remained in the basic RLM 02 finish (applied as this part was made of steel) with grey putty applied to smooth the joints (NARA)

The saving of lacquer and solvents was definitely an issue as we can see from the aforementioned Sammelmitteilung 2, which contained a ban on the use organic solvents for cleaning, and re-iterated the need to identify a commissioner for saving lacquer (Sparbeauftragter für Lacke) in the plants. This was originally stipulated in September 1943. As the Sammelmitteilung Nr. 2 says: die “erfolgten Mitteilungen … sind vernichtet” (the announcements of these people were destroyed). This laconic statement gives a clear indication about the status the war had reached in August 1944. Originally, all internal surfaces of Luftwaffe aircraft were painted. This practice had already changed by May 1942: Internal parts of certain materials which were not exposed to the airstream were left unpainted from thereon in.10 On the outside of aircraft, the changes and savings were not immediately apparent. This changed around August 1944 with the production of a batch of 50 Fw 190 in the Sorau plant. The under surfaces of these machines remained unpainted with the exception of wooden and fabric surfaces. The focus was clearly to economise resources as savings in labour and materials had to be reported.11 The approach taken for these 50 aircraft must have been a success because the practice of leaving wing under-surfaces unpainted started to then become more common. As far as the Fw 190 is concerned, the methodology implemented included the painting of the leading edges of the wings and the landing gear covers in 76, or an upper surface camouflage colour with many variations.12 This change was apparently done to protect parked aircraft from the eyes of the pilots of enemy ground attack aircraft. The result was that there existed many variations, ranging from the painting of all under side surfaces in RLM 76, to different parts left unpainted.13 The well-known illustration of the Me 262 camouflage scheme dates from February 23, 1945, and carries a note, “Nur Stahl und Holzteile auf Flugzeugunterseite Farbton 76 = lichtblau” - only steel and wooden parts on the underside of the aircraft (are to be painted) color 76 = light blue. In other words, all light alloy aircraft parts on the underside were left without paint. The drawing also shows a dotted line leading from the trailing edge of the wing, along the lower fuselage. The fuselage was to be left unpainted real colors of wwii aircraft /

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A very low demarcation RLM 81/82 camouflage scheme with distinctive circular patches which may also have been sprayed in the green-blue colour, was carried by Bf 109 G-6 coded Black 29, from 2./Erg. KG(J), captured at Pilsen. This finish was probably applied after an overhaul in a repair center (James V. Crow coll.)

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This Erla-built Bf 109 G-6 WNr. 410061, without any unit markings, was captured at Wunstorf. It apparently came from the same repair shop as Black 29, considering the very similar camouflage and national insignia in the form of white outlines only (James V. Crow coll.) Similar patches of a bright colour applied to the forward fuselage can also be found on some Fieseler-built Fw 190 D-9s from the 600xxx range. In their case, RLM 75 was applied in order to disrupt the plain RLM 71 (or 81 v.2)/76 Junkers factory finish of the engine cowling. The upper surfaces of this aircraft, coded Black 11, were most likely painted in the old RLM 74/75/76 colours, which are documented in a movie featuring Fw 190 D-9 WNr. 600150 (Erik Mombeeck coll.)

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Fw 190 D-9 WNr. 500570, coded Blue 12, from 8./JG 6, Fürth-Atzenhof, May 1945. This Fw 190 D-9 is an example of the final scheme applied to the type, with the fuselage mainly finished in RLM 81 and green-blue, and the upper engine cowling pre-painted in green, upper wing surfaces in RLM 76 and 81, and unpainted wing undersides except for the front one third finished in RLM 81, and the ailerons pre-painted in RLM 76. The rudder was also pre-painted in RLM 76 and then toned down with RLM 81 mottling (Photo: James V. Crow coll.)

This wreck of a Fw 190 D-9 from the 601xxx batch was photographed at Fieseler’s Kassel-Waldau factory area by advancing Allied troops. Another rendition of the simplified underside finish is shown, with only the middle part of the wing undersides left in natural metal (which also applies to the lower surface of the horizontal stabilizer). The adjacent surfaces were painted in RLM 76 (James V. Crow coll.)

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The wing undersides of this Fw 190 A-8, captured at AGO factory at Oschersleben in April 1945, were also partially unpainted. The area below the leading edge was over-sprayed in RLM 81. The Focke-Wulfs found in the factory were painted in the RLM 81(brown)/82/76 scheme with quite distinctive large mottle patches on the fuselage sides (Library of Congress)

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The rather unusual position in which this Fw 190 F-8 was placed at the Neubiberg scrapyard after the war, allows to see yet another variation of the Fw 190 underside finish (Raymond Klabechek via Thomas A. Rammer)

US troops pictured at Neubiberg, in front of a ‘sandwich’ formed from Me 262 A-2a WNr. 111728 (?) and Bf 109 G-10/U4 WNr. 612769. The wing undersides of the Gustav are left partially unpainted, whilst the Schwalbe didn’t receive camouflage at all (Raymond Klabechek via Thomas A. Rammer) real colors of wwii aircraft /

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Although WNr. 110506 was a standard Me 262 A-1a and not the recon variant, it wore a similar camouflage scheme to the one known from the several Me 262 A-1a/U3s assembled at Eger (Cheb), which consisted of RLM 82 and 81 v.2 streaks and mottles applied over a bright RLM 76 base (James V. Crow coll.)

below this line. To which degree this instruction was actually followed is difficult to say as the affected areas are often very difficult to see on photographs. The reference to steel is important, as the forward fuselage of the Me 262, up to and including the gun bay for the four MK 108 guns, was made of steel for part of the series production. Kenneth Merrick mentioned an earlier version of the Me 262 camouflage scheme dated September 26, 1944.14 Although this document cannot be found up to now, the details given by Ken suggest that he at least had a chance to study it. The main difference of the later version was apparently that the undersides were left unpainted from February 1945 onwards. Another aircraft where it is known that the under-surfaces of the wings were left unpainted, is the Do 335 A.15 It should be noted that whenever under-surfaces were not covered by paint, this concerned only light metal, as all steel and wood surfaces, as well as fabric surfaces, were to be painted. This was necessary for corrosion protection, and to keep surfaces smooth and fabric taut. An aircraft where the under-surfaces were painted up to the end of WWII, was the He 162. This was for the simple reason that the wings were of wooden construction and had to be protected. A communication from Herbig Haarhaus AG of January 29, 1945, mentions the following lacquers for the “Flächen” (a short version of the word “Tragflächen” - wings) of the He 162 program: 7115.76, 7115.81 and 7115.82.16 Lacquer 7115 belonged to the fireproof Flieglackkette 33, which was already included in the L.Dv. 521/1 of 1941. 7115 was based on Vinoflex, a polyvinyl chloride.17

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He 162 A-1 WNr. 310078 (or 310018), coded White 5, from 1./JG 1, Leck, Germany, May 1945. The specified camouflage scheme for the He 162 was RLM 81/82/76. The distinctive sheen of the undersurfaces of the wings painted with semi-gloss polyvinyl chloride based lacquer 7115.76 can be noticed on the photo (Photo: Erik Mombeeck coll.)

This He 162 A-2 WNr. 120230, coded White 23, from Stab/JG 1, was also pictured at Leck in May 1945. Note the differences in the execution of the camouflage demarcation on this Heinkel-Rostock-built aircraft, in comparison with the White 5, which had been assembled at the Junkers factory in Bernburg (NARA)

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Another Me 262 without camouflage. Worth noting is the wide use of putty for sealing the joints, and that some parts, such as the nose, canopy framing and adjacent panels, rudder and upper part of the tail fin, wooden landing gear covers, some engine panels, ailerons and wing leading edge, were already painted either in RLM 02 or 76 (NARA)

Me 262 assembly line. The features described in the previous caption can be seen on another example. The camouflage would be applied in so thin layers that the putty pattern still showed through it (NARA)

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The lower surfaces of the preproduction Do 335 A-0 WNr. 240105, were camouflaged. A colour photo confirms the aircraft’s upper surface colours as RLM 81 (brown) and 82, with the undersides most likely finished in RLM 65 (NARA)

Do 335 A-10 WNr. 240112, that had been captured by the Allies at Oberpfaffenhofen in April 1945, had not only partially unpainted undersides, but this also applied to the engine cowling (James V. Crow coll.)

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This sounds very technical for a modeller, but 7115 paints could only be produced with comparatively small additions of matting agents (talcum powder), the resulting paint was at least semi-gloss. That the wings of the He 162 were indeed semi-gloss is readily apparent on a number of photos of the He 162, especially on the underside of the wings. The only part of the under-surface of the wing of the He 162 that was not painted RLM 76 were the ailerons: they were covered in all-over RLM 82 to make them completely interchangeable.18 The light metal surfaces of the fuselage and the tailplane surfaces of the He 162 were painted in the standard paint 7121 (matt). Wheel bay interiors were painted RLM 66.19

The monthly report of E-Stelle Travermünde of November 1943. The lowest paragraph deals with the development and testing of a camouflage for use in the Mediterranean theatre of operations. The development was finished with a report on November 10, 1943, and the introduction of “Farbton 83 dunkelblau” (shade 83 dark blue) is recommended (Michaell Ullmann via TOCH)

Previously, the color RLM 83 was often associated with dark green. Apparently it was the German researcher Michael Ullmann who found documents identifying RLM 83 as a dark blue colour.20 One document made public by Mr. Ullmann is a monthly report of the E-Stelle Travermünde, dated November 26, 1943. The report refers to the development and testing of a camouflage for use in the Mediterranean. The test work was completed on November 10, 1943, with a final report, and the introduction of RLM 83, for use together with RLM 72 for overwater operations respectively, together with RLM 70 for land based aircraft, was recommended. The next known reference to RLM 83 came with Sammelmitteilung Nr. 2 of August 15, 1944. In the Sammelmitteilung Nr. 2, reference is only made to the use of RLM 83 without giving any details or a name of the colour. Therefore, a document regarding the actual introduction of RLM 83 is still missing.

The illustration shows the original recipe for RLM 83 and the recreation after more than 70 years with the original pigmentation. The first three positions are the pigments with Heliogenblau (Phthalocyanine) being by far the strongest and dominant of the three. Although the other pigments are zinc yellow and zinc oxide, their influence on the final colour is rather small - their colouring power is low but they provide excellent corrosion protection for light alloys and steel. The overall result is a plain blue. The remainder of the recipe consist of lacquer and a solvent (xylol): ‘Farbmahlung’ 7121 consists of an alkyd resin, solvents and talkum as matting agent. ‘Flieglack’ 7122 is simply an alkyd resin with xylol as solvent (Jürgen Kiroff coll.)

In the collection of 35 recipes mentioned above, there is one version of 83 and it is among a group of the colours 70, 71, 81, 82, 72 and 73, which in all likelihood dates back to 1943. Contrary to RLM 81 and 82, there are no other versions of this colour. The re-creation of RLM 83 with the original recipe, shows a dark blue colour. This confirms the information contained in Mr. Ullmann’s document and nicely fits the 1943 period of development.

RLM 83 From the above evidence, it is clear that RLM 83 was a dark blue colour and that it was at least experimented with. Up to this point, no information has come to light to show its widespread use. A field test of RLM 83 around the year 1943 is highly likely though as this was common practice.21 Neither 88

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Ju 88 A-4 trop WNr. 550396, coded B3+MH, from 1./KG 54, Dübendorf, Switzerland, October 1943. This aircraft was mistakenly landed at Dübendorf on October 21, 1943. A Swiss report described its camouflage as ‘Oberseite Wasser- und Wüstentarnung, Unterseite Schwarz’ (Upper surface water- and desert camouflage, under surface black). What was not mentioned, but can be noticed on the available photos, is that the wavy lines of the upper surface camouflage were applied in both sand and black. The base colour remains an enigma, but given that the sand colour was identified as RLM 7922 (which means that the regulation 78 would also be known to the Swiss) and that the former shows up as a considerably dark tone in the photos, it is possible that this is an example of a test use of the RLM 83 (Photos: Warbird.ch)

1) cf. Ullmann, M.: Oberflächenschutzverfahren und Anstrichstoffe der deutschen Luftfahrtindustrie und Luftwaffe 1935 - 1945, p. 169; Merrick, K./Kiroff, J.: Luftwaffe Camouflage and Markings 1933-1945, Volume One, p. 113 2) see Brown, D. E./Janda, A./Poruba, T./Vladař, J.: Luftwaffe over Czech Territory 1945 III., Messerschmitt Me 262s of KG & KG(J) units, p. 63 3) cf. Ullmann, M.: Op. cit., p. 164 4) The individual recipes do not carry a date. The contents of the recipe collection clearly shows numbered recipes in a chronological order. As certain aircraft lacquers, primers etc. were introduced at given times, it is clear that the first recipes for RLM 81, 82 and 83 date from the second half of 1943. 5) The list of known RLM colors ends with the number 83. The RLM number 99 was used for primers etc. where the actual color did not have to conform to a defined standard. 6) Belling, R.: A portrait of Military Aviation in South Africa, p. 122 7) The same applies to the so called LS Farbtonkarte für Tarnfarben (Gebäude- und Bodentarnung), issued in 1944. 8) cf. Merrick, K./Kiroff, J.: Luftwaffe Camouflage and Markings 1933-1945, Volume One, p. 118 et seq. 9) Interested readers are especially referred to the analysis in: Deboeck, M./Larger, E./Poruba, T.: Focke-Wulf Fw 190D camouflage & markings, p. 32 the colours 81 and 82 nor RLM 83 were stop-gap colours. The creation of RLM 83 was based on a requirement - apparently from the Mediterranean theatre - and there was the usual development work before the colour was finally introduced. The identification of RLM 83 as a dark blue colour makes it clear that colours thought to have been green, and most often dark green colours, were misidentified as RLM 83. Based on the current research results with no evidence whatsoever of any other shade than blue, a green version of RLM 83 can be ruled out. In light of these new findings, many camouflage schemes drawn over the last few years need to be revisited. A late-war green colour - with the exception of the overwater colours 72 and 73 - was one of the versions of 81 or 82 or the older 70 and 71 colours.

10) cf. Ullmann, M.: Op. cit., p. 148 11) cf. Ullmann, M.: Op. cit., p. 154 et seq., Merrick, K./Kiroff, J.: Op. cit., p. 102 et seq. 12) cf. Deboeck, M./Larger, E./Poruba, T.: Op. cit., p. 38 et seq. and p. 467 et seq. 13) ibid. 14) see Merrick, K./Kiroff, J.: Op. cit., p. 78 15) ibid., p. 104 16) see Ullmann, M.: Op. cit., p. 168 17) British Intelligence Objectives Sub-Committee Final Report No. 365, p. 28 et seq. 18) see the original document in: Ehrengardt, C-J.: Heinkel He 162 Volksjäger, in: aero Journal Hors-Serie N° 27, p. 77 19) see the “Oberflächenschutzliste” for the He 162 series in: Merrick, K./Kiroff, J.: Op. cit., p. 222 20) cf. Ullmann, M. at: http://www.clubhyper.com/reference/rlm83darkbluemu_1. htm and http://forum.12oclockhigh.net/showthread.php?t=33931 21) cf. Merrick, K./Kiroff, J.: Op. cit., p. 95 22) Ries, K.: Deutsche Luftwaffe über der Schweiz 1939-1945, p.49 real colors of wwii aircraft /

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1.4 Interior colours RLM 66 conforming to L.Dv. 521/1 of 1941

A study of available painting specifications of the aircraft used at the time when the Luftwaffe was offically founded and soon after, reveales that the main colours used for the aircraft interior painting during this period were silver and grey, standardized as RLM 01 silber (silver) and RLM 02 RLM-grau (RLM-grey) in early 1936. The instrument panels were mainly prescribed to be painted in grey too (and this could mean the use of short-lived RLM 41 grau), although it must be noted that the specification for the Fw 56 A that had been issued on May 27, 1936, mentioned black as the instrument panel colour, whilst the specification for the Fw 44 J issued on October 10, 1936, stated that a ‘Mattemaille schwarz-grau’ (matte enamel black-grey) should be used for painting the instrument board. This may already refer to RLM 66 schwarzgrau (black grey) colour, which was introduced with the first known RLM colour card that had been issued in early 1936. Colour 66 was the last RLM colour to be correlated with the RAL system, although its RAL equivalent will be changed from RAL 7019 to RAL 7021 in 1941, as indicated within the 1941 edition of the L. Dv. 521/1.

Another period documents which mention colour 66, are the painting specifications for the Do 17 E and F that had been issued in April and June 1937, respectively. Both documents prescribe the use of colour 66 for painting the crew compartment up to frame no.7, whilst the remaining inner surfaces of the fuselage, engine cowlings and landing gear bays were to be painted in silver. The 1938 edition of L. Dv. 521/1 stipulated the use of colour 66 only for the instrument panels. From that time, other internal surfaces, including cockpits, were to receive RLM 02 finish. The 1941 edition of L. Dv. 521/1 confirmed the use of RLM 02 as a basic interior colour, although RLM 66 was specified for painting all areas visible through cockpit and canopy glazing. However, it appears that like some other changes officially approved in the 1941 edition of L.Dv. 521/1, the latter was also a confirmation of status quo, as both the photos from the era and analysis of preserved aircraft parts and retrieved wreckages gives a strong indication that colour 66 was widely used for painting aircraft cockpit areas at least in the mid-1940. An unidentified RLM report cited by Kenneth Merrick, mentioned the use of an ivory colour for painting the cockpit areas of aircraft employed in the Mediterranean theatre of operations. In the course of war, shortages of raw materials forced the RLM and aviation industry to simplify the interior finishes. Communication Nr. 7/42 issued on May 18, 1942, requested simplification of the surface protection of certain parts of aircraft such as the Fw 190, He 177 and Ar 96. This included i.e. reduction of the cockpit colouring from one to two layers of colour 66, and leaving some parts made from aluminium and duraluminium unpainted. Sammelmitteilung Nr. 2 (Collected Instructions No.2) issued on August 15, 1944, mentioned that most of the interior surfaces are no longer painted, and specified to replace colour 02 with colour 66 as the interior colour.

Although the landing gear legs of Bf 109 Es were usually painted in the specified RLM 02 colour, some anomalies can be found as early as in 1939 (Eric Mombeeck coll.)

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RAL reference card for colour 7019 / RLM 66, dated April 1940 (RAL archive via Jürgen Kiroff )

Part of the painting specification for the Do 17 E. Cockpit area up to frame no.7 was to be painted in colour 66, whilst the remaining inner surfaces of the fuselage, engine cowlings and landing gear bays were to be painted in silver (Udo Hafner archive)

An early Bf 109 E cockpit. It appears that RLM 02 was also used for the instrument panel, except from the black instrument bezels (Paul Stipdonk coll.)

Unrestored cockpit interior of the He 219 A-2 preserved at NASM. The instrument panel and side consoles are painted in RLM 66, but the seat mount is finished in RLM 02, with an unpainted sheet of metal on the rear (note the stamps indicating the type of material used). The floor area under the seat is also unpainted (Brett Green)

A snapshot from a 16mm movie documenting the appearance of Bf 110 D-0/B WNr. 3341, which was built around July 1940. The cockpit colour appears to be RLM 66 (John Vasco coll.)

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1.5 Official colouring specifications and camouflage patterns

The painting specification for the Arado Ar 76 was issued in October 1935. The reproduced excerpt shows that the specified base colour of the external surfaces was the RLM Grau (Grey). We also learn about the coating system for plywood surfaces. From the inside, two layers of protective lacquer were to be applied and left to dry for 6 hours each. From the outside: •• one layer of varnish was to be rubbed into the surface and left to dry for 3 hours; •• one layer of grey liquid filler was to be sprayed on and left to dry for 4 hours; •• the surface was to be polished with fine sandpaper;

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On this and the following pages, the reader will find various examples of the official colouring specifications and camouflage patterns specified for different aircraft types, which had been reproduced from the handbooks of the relevant aircraft. Initially, these specifications were very comprehensive (for example, the specification for Arado Ar 76 partially reproduced below, has a total of 7 pages; for Arado Ar 68 E and F – a total of 16 pages, with each 8 pages devoted to the particular production batches; for Focke-Wulf Fw 44 J – 9 pages; etc.) mainly due to the mixed construction of the aircraft, which required using different types of paint and varnish materials, and their application schedules for finishing the parts made from different materials. The simplification of aircraft structures allowed for the reduction of the complexity of the painting specifications. Around the 1938-1939 period, this information disappeared from the aircraft handbooks, now being issued as Oberflächenschutzlisten (surface protection lists). Since then, the handbooks only included the diagrams of the official camouflage patterns, although even this basic information appears in the handbooks issued only by certain manufacturers, such as Dornier, Heinkel and Siebel. Note that we do not go as deep as to translate the specifications in their entirety, but the most important information is discussed within the captions. Most of the reproduced documents were graciously provided by Mr. Udo Hafner from Luftarchiv Hafner.

•• two layers of topcoat in RLM Grau (Grey) colour were to be sprayed on and left to dry for 3 hours; •• the surface was to be polished with fine sandpaper; •• two layers of topcoat in RLM Grau (Grey) colour were to be sprayed on and left to dry for 3 hours •• one layer of topcoat in RLM Grau (Grey) colour was to be sprayed on and left to dry for 6 hours; •• one layer of finishing coat in RLM Grau (Grey) colour was to be sprayed on and left to dry.

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The reproduced excerpt of the painting specification for the Arado Ar 68 E and F was issued on November 11, 1935, and applied to three production batches: WNr. 937-945, 1301-1308 and 1571-1640. The handbook included two different specifications for different groups of production batches, but the reason for this is unclear, as this can’t be explained by application to different variants (both E and F variants can be found amongst these batches) or aircraft built at particular plants. Again, the base colour of the external surfaces is specified as RLM Grau (Grey). Worth noting is the coating system for the cotton fabric covering of the tail surfaces, which consisted of: •• one layer of impregnation primer in red colour, applied with a brush and left to dry for 3 hours;

•• •• •• •• •• •• •• ••

one layer of aircraft dope, applied with a brush and left to dry for 3 hours; one layer of adhesive coat, applied with a brush and left to dry for 1 hour; one layer of aircraft dope, applied with a brush and left to dry for 3 hours; one intermediate layer of aluminium lacquer, applied with a spray gun and left to dry for 3 hours; polishing the surface with fine sandpaper; one layer of nitrocellulose lacquer in RLM Grau (Grey) colour, applied with a spray gun and left to dry for 5 hours; softening the paint layer with solvent; one layer of nitrocellulose lacquer in RLM Grau (Grey) colour, applied with a spray gun and left to dry for 3 hours.

The Handbook for the Focke-Wulf Fw 44 J was issued on October 10, 1936. This excerpt from the painting specification included in this document, indicates that the base colour of the external surfaces was silver, which was a common finish for Luftwaffe trainers in that period. Similar specifications can be found in the Handbook for Focke-Wulf Fw 56 that had been issued on May 27, 1936, and the 1937 edition of the Handbook for Heinkel He 42 E.

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From the Handbook for the Heinkel He 51 C and D that had been issued in 1936, we learn that the base colours of the He 51 C were specified as Farbton 63 [i.e. RLM 63 Grey) for the fabric surfaces and grau (grey) for the external surfaces of the metal components. Note that the designation of the paint specified for the latter [Nitrodecklack Nr.7007, i.e. Nitrocellulose lacquer No. 7007] is not related to the colour designation system used for the RAL 840 R range, because this system was introduced between 1939-1940. Worth noting is also the silver finish of most of the inner surfaces, specified by the schedule. 96

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The painting specification included in the Handbook for the Heinkel He 59 C, dated from 1936, reveals that Nitrodecklack grau 7007 could also be applied over the fabric surfaces, if an intermediate layer of aluminium lacquer had been previously sprayed on. Note that the last step for finishing the fabric surfaces was to polish them with a polishing paste.

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The Handbook for the Heinkel He 60 E was issued on May 5, 1937. The coating systems defined in the painting specification did not differ substantially from those intended for the He 59 C, but some of the specified painting products were different. In this case, the base colour was clearly identified as RLM-Grau (Grey).

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Two camouflage diagrams included in the Handbook for the Dornier Do 17 F, which was issued on June 25, 1937. The pattern was essentially the same, and the difference between both variants were the transposed colours for the particular patches. Worth noting is that the painting specification stated that the upper surfaces were first to be sprayed with one layer of DKH-protective lacquer no. 63 grau (grey), and then the camouflage patches in colours no. 61 braun (brown) and 62 grün (green) were to be applied, using brushes. This camouflage scheme was also valid for the Do 17 E, and mirror images were also in use.

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Issued on July 9, 1938, the Handbook for the Messerchmitt Bf 109 C and D may have been one of the last that included the full painting specification. In this case, all camouflage paints (in colours no. 70, 71 and 65) were to be applied with a spray gun. The execution of the camouflage painting was not to be done with hard edges between colours, but blended into each other with a 50 mm overspray.

The Handbook for the Henschel Hs 123 A and B issued on September 19, 1938, still included the pattern diagrams for the RLM 61/62/63/65 camouflage. Above we can see a diagram of the ‘B’ pattern, and a diagram of the lines of separation between the upper surface and underside colours.

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Diagram of the RLM 70/71/65 camouflage scheme for the early Ju 87 B, as promulgated in 1939.

Diagram of the ‘A’ pattern of the RLM 70/71/65 camouflage scheme for the Ju 52/3m, as issued in October 1939.

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Issued on November 18, 1939, the Handbook for the Henschel Hs 126 A-1 and B-1 included both the ‘A’ and ‘B’ pattern diagrams for the RLM 70/71/65 camouflage scheme. Note that both the RLM 70 and 71 are simply referred to as grün (green) in the colour listing.

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The RLM 70/71/65 camouflage scheme was essentially the same for the Dornier Do 17 M, P and Z variants, as well as for the Do 215 B-1. Reproduced here is the diagram included in the Handbook for the Dornier Do 17 P, issued on November 24, 1939. Note that Dornier used different names for the colours, i.e. dunkelgrün (dark green) for the RLM 70 and hellgrün (light green) for the RLM 71.

Dated February 21, 1940, this diagram shows the ‘B’ pattern of the RLM 70/71/65 camouflage scheme for the Ju 88. Note the finish of the engine nacelles, which were to be uniformly painted in RLM 71 on the upper surfaces and RLM 65 on the undersides. In this case, the RLM 70 and 71 are called schwarzgrün (black green) and dunkelgrün (dark green), respectively. 104

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The camouflage pattern for the Dornier Do 217 E-1 and E-3 is a mirror image of the pattern for Do 17 M, P and Z shown on the previous page. The specified colours are referred to as RLM 65 hellblau (light blue), RLM 72 mittelgrün (middle green) and RLM 73 dunkelgrün (dark green). This diagram was included in the Handbook for the Dornier Do 217 E-1 and E-3 that had been issued on August 30, 1941.

Diagram of the camouflage scheme for the Dornier Do 24 T-1 and T-2 as published in the Handbook issued on June 18, 1942. In this case, the RLM 72 and 73 colours are both reffered to as grün (green).

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In accordance with this diagram included in the Handbook for the Dornier Do 217 N-1, which had been issued on February 23, 1943, this night fighter was to be camouflaged with patches of RLM 74 and 75 applied over 02 or 76 background. The propeller spinners were to be painted in RLM 70. It is interesting to note that the previous night fighting variant of this aircraft, i.e. the Do 217 J, was to be uniformly painted in RLM 22 schwarz (black), as mentioned in the Handbook issued August 11, 1942.

The painting scheme for the Dornier Do 217 K-1 was very similar to the one intended for the Do 217 E-1 and E-3, but in this case the undersides and side surfaces were to be painted RLM 22 schwarz (black). The upper surface camouflage pattern retained the RLM 72/73 colouring. The national insignia were to be applied in form of white (RLM 21) outlines only. This diagram was included in the Handbook issued on July 1, 1943. The same scheme was also intended for the Do 217 M-1. 106

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These diagrams were published in the Handbook for the Blohm und Voss BV 222 C, which had been issued in April 1943. They do not include information about the exact colours, but these would obviously be the then-standard seaplane colours, i.e. RLM 72, 73 and 65.

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Camouflage diagrams for the Heinkel He 111 H-6, reproduced from the Handbook issued on June 2, 1943. This pattern was also valid for the H-11, H-14, H-16 and H-20 variants. Worth noting is that the pattern for the vertical surfaces of the tailplane was simplified in comparison with the diagrams intended for the He 111 P. 108

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This coloured diagram shows the camouflage pattern for the sides of the Heinkel He 177 A-3. In accordance with the enclosed description, the sides of the fuselage, engine nacelles and vertical tail were to be painted in RLM 65, and then mottled with RLM 02, 70 and 71 in order to tone down the finish. The upper surfaces were to be painted in a splinter camouflage consisting of RLM 70 and 71 patches. This diagram was reproduced from the Handbook issued on September 14, 1943. The camouflage scheme served also for He 177 A-5, whilst on the A-0 and A-1 variants the RLM 70/71 splinter extended downwards onto the fuselage sides.

The diagram included in the September 1943 edition of the Heinkel He 219 A-0 Handbook (issued on January 20, 1944), shows a camouflage scheme that appears to comprise RLM 75 patches applied over 76 background on the upper surfaces of the aircraft. However, the photo evidence indicates that the latter were actually painted with a uniform layer of RLM 75, and sprayed over with a meandering pattern of RLM 76.

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Camouflage diagram included in the Handbook for the Siebel Si 204 D-1, February 1944 edition. The camouflage scheme still consisted of RLM 70, 71 and 65 colours, which were specified by both their reference numbers and correct official names.

Developed in November 1944, this diagram showed the revised camouflage scheme intended for the Focke-Wulf Ta 152. The aircraft was to be painted with a combination of RLM 81 and 82 on the upper surfaces, with RLM 76 additionally used for the vertical surfaces of the fuselage. The undersides were not to be camouflaged at all. Only the colour reference numbers were mentioned. The initial drawing, which had been issued on March 21, 1944, specified the upper surface colours as RLM 74 and 75, with RLM 76 for the undersides.

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This diagram was included in Handbook for the Dornier Do 335 A-1, issued on December 22, 1944. In this case, the colour names were also specified, both RLM 81 and 82 being called dunkelgrün (dark green). Worth noting is the recommended use of RLM 65 as the under surface colour, considering that this colour had already been withdrawn and replaced by RLM 76 in Sammelmitteilung 2 of August 15, 1944. It is unknown whether Dornier was allowed to use the remaining stocks of paint. Furthermore, photos of many Do 335s reveal that camouflage paint was not applied to their undersides.

Dated February 23, 1945, this diagram is the last known document that regulated the Messerschmitt Me 262 camouflage scheme. The upper surface colours were described as 81 braunviolett (brown violet) and 82 hellgrün (light green). Only the steel and wooden parts of the aircraft undersides were to be painted in RLM 76 lichtblau (light blue). real colors of wwii aircraft /

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1.6 Scale colour effect

The Luftwaffe colours offered by AK Interactive, in the “Real Colors”-range, offer two specialities: •• they are based on the spectral measurement of real colour samples, based on the year-long research of Farben - Kiroff - Technik. •• they offer correct scale colours right out of the paint jar, made possible by the scientific research of Gerald Högl, friend and colourimetric specialist of the historian and special paint producer, Jürgen Kiroff. Without going too deep into the technicalities, lacquer as used for painting aircraft, consists of a binder material, pigments and other substances, dependant on the kind of lacquer used. In a colour system as used in Germany before and during World War II, the colour of a paint was almost independent of the binder material used, be it a nitrocellulose based paint or an alkyd lacquer. Therefore, for a modeller, the most important parts for the actual colour are the pigments used in the paint. The spectral measurements used for the original analysis and the manufacturing of the Luftwaffe range of colours consist of 40 measurement points in the range from 360 to 750 nm, and therefore cover the whole spectrum as is usually seen by the human eye. A green colour, for instance, could consist of a green pigment or a mixture of yellow and blue. Whilst the colour might be the same, the spectra of both colours will be different. Under clearly defined conditions (especially the kind of light), the two colours will look the same. As soon as the conditions change, the appearance of the two colours will change: they will look different. Everyone who has made an effort to match two garments in a shop (artificial light) knows this effect, as on the outside of the shop (in daylight), the same garments will look different. In colour science this is called metamerism. The original pigments used in Luftwaffe colours cannot be used in modelling paints as they contain chemicals whose use in consumer products has already been prohibited for many years. In contrast to modelling applications, any museum wanting to achieve an authentic restoration is advised to use original paints, as otherwise the overall effect of the historic aircraft cannot be achieved. Scale colours have been discussed for many years1 but up until now, how they looked was left to the intuition of the modeller. The simple reason is that a modeller would need an aircraft in original colours in front of him, at a distance that conforms to the scale of the model, in order to mix the scale colour correctly. A 1:72 scale model seen from a distance of, let us say 30cm, conforms to an actual aircraft seen from a distance of 22m, as is shown on the accompanying illustration. Everybody is invited to take a piece of cardboard with the original paint of a large object and then to compare the original colour in his hand with the object at a distance of 22m. The overall appearance of the colour will have changed: The hue is different and it looks lighter, for instance a green will be seen as a different and lighter green. The reasons for this change of colour appearing to the human eye, are quite complex. An important part is explained in the accompanying illustration. Close to a large object, the human eye will see a large field of the color with all the inner parts of the eye which are sensitive to colour. Walking away from the object, the same field of colour will 112

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only be seen by a part of the human eye, an area called the fovea centralis which is very sensitive to colours.2 Scientifically speaking, when measuring colours, the wider field of where we see colours is called the 10 degree observer. The inner, most colour sensitive part is called the 2 degree observer. The illustration of a Fw 190 at a distance of 22m shows that we see the actual colours of the aircraft with the ‘2 degree observer’ of our eye (represented by a red circle).3 This is also how we see the 1:72 scale model at a distance of 30cm. Even for a model larger than 1:72 scale, most of the time it is not possible to overlap the complete 10 deg observer (represented by a green circle) with the aircraft, let alone with only one colour of your modelling subject. This mainly accounts for the change in hue. A deeper analysis of scale colours reveals other aspects as well: Overall a colour seen from this distance has not only changed its hue, but it will also appear lighter. To make matters even more complex, the way a colour changes when seen from a distance depends on the actual spectrum of the colour. A red will change differently compared to a green and a light colour will change differently compared to a dark colour. In other words: The pigmentation of a colour has an influence on how the colour will look from a distance. These combined effects, the changed hue, the brightening up and the metamerism, are integrated into the scale colour effect. For the production of the Real Colors Luftwaffe range, all paints are prepared to represent the actual colour at standard diffused daylight conditions.4 Extensive research and testing by the author, in the field of scale colours, led to the development of a scientific model for the calculation of the appropriate scale colour. The input for the model is the data of the 40 measurement points from 360 to 750nm, as used in the spectral analysis of the original colour. The output is the appropriate

scale colour.5 The spectrum of the original colour plays the key role and the actual pigmentation of your RLM-colour is directly reflected by the colour in the paint jar. The guesswork during long and dark winter evenings is replaced by a paint ready for use.

colours. As a general rule, RLM 70 will always look a bit darker than 71, and 72 will look a bit darker than 73, whilst 74 is darker than 75, and all versions of the late war RLM 81 are darker than 82. The Real Color Luftwaffe range carefully portrays these effects. Should you feel it is necessary to change the appearance of these ready mixed paints, the subtle relationship between the individual colours should be a part of your considerations.

The described effects leading to the scale colours do not change very much from scale to scale. This might be surprising at first but even for scales normally associated with ships (e.g. 1:350) the scale colour does not change any further as you portray the ship at a distance of around 100m or a little more. Effects like fading and the colours becoming a greyish blue towards the horizon, set in at distances greater than 100 or 200m. A look into a landscape with objects of a similar colour at increasing distances will show you that the fading of colours really sets in at a much greater distance than what conforms to the distance of your modelling subject.

Extensive development work has gone into this paint range. For you, as a modeller, it means that you will never be as close to the real thing. Happy modelling!

That said, modellers working in 1:32 scale might want to experiment with adding tiny amounts of black to tone the colours down slightly. For 1:48 scale adding an even smaller amount of black is an option which depends very much on the taste of the modeller.

1)  see for instance: Huntley, I.: A Question of Scale Colour, in: Scale Aircraft Modelling, Vol . 12, p. 416 et seq.; Merrick, K./Hitchcock, T.: The Official Monogram Painting Guide to German Aircraft 1935 - 1945, pp. 6/7

It should be noted that the oft-used method of adding white to achieve a scale colour effect leads to a wrong impression of the colour. Adding white means that a colour gets lighter but at the same time it will loose part of its chroma, i.e. it will become less intense and paler. Some modellers use mathematical formulas with increasing quantities of white added, for smaller scales. The overall effect might well be a pale looking model that looks different when compared to the original aircraft. Remember that you are portraying an object at a moderate distance away and not on the horizon.

2)  The author is indebted to the valuable and fascinating input of John Seymour, especially regarding how we see colours from a distance, how we measure colours and the role of the fovea centralis of the human eye. 3)  The illustration also shows an outer circle with a 50 degrees field of view. This is somewhat arbitrary as the actual field of view is much bigger. The intention of this circle here is to enhance the overall impression. The 50 degrees of view roughly conforms to a conventional 50mm lens of a camera. 4)  so called D65

Many Luftwaffe colours were rather dark and indeed quite often at least as dark or darker than contemporary US or British camouflage

1:72 scale

5)  Lab-value in the CIELab color space

distance from model 30 cm distance from original 22 m

10 deg oBserver 50 deg field of view

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NICHOLAS MILLMAN with MACIEJ GÓRALCZYK

U.S. Aircraft Colours in the Second World War

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2.1 Introduction The United States Army Air Corps (USAAC, which became the United States Army Air Forces in June 1941, expanding to greater autonomy. This change in title had no significant effect on the management of colour standards with a continuum from previous USAAC orders.) and United States Navy (USN) were separate services of the US armed forces, and operated aircraft in colour schemes unique to each service. The two services had attempted to introduce a shared colour standard in 1930 which, after various problems in the preparation of samples, resulted in a limited set of Army-Navy (A-N) colours proposed in June 1938. However, there were ongoing issues with the matching of Army and Navy equivalent ‘bright’ (non-camouflage) colours and in practice both services continued with standards for their own colours and nomenclature. With the outbreak of war, US aircraft manufacturers began constructing and supplying aircraft for France and Great Britain, at first under commercial contracts and later, for the latter, as part of Lend-Lease. With the attack on Pearl Harbor and the USA entry into the conflict, the manufacture of aircraft common to both US and British requirements drove the need to standardise for efficiency. In September 1940, the Joint Aircraft Committee (JAC) had been formed to oversee and co-ordinate manufacturing and supply requirements between the British Aircraft Commission (BAC) and US services. In February 1942, a Technical Sub-Committee on Camouflage was formed within the JAC, meeting for the first time on February 17, 1942, to consider standardisation within a fairly limited scope.

It was not until July 1942 that a single camouflage colour standard seeking to reconcile USAAF, USN and British (RAF and FAA) camouflage colours was agreed by the Sub-Committee, but the colours were not formally promulgated until the issue of Army-Navy Aircraft (ANA) Camouflage Color Standards in Bulletin 157 on September 28, 1943, listing 19 colours, ANA 601 to ANA 619 with samples available for manufacturers of aircraft and paints. This treatise presents the colours in use by each service seperately, with reference to official orders and requirements, introducing the ANA colours as relevant. It is to be emphasised that the colour standards were the benchmark for the colour required by the specifying authorities, and aircraft and paint manufacturers were expected to provide and apply paint or dope which matched, within reasonable tolerance, to those standards, sometimes in terms of formulae but always in terms of the colour appearance to be achieved. Applied paints and colour standards were therefore not always identical, and in the case of applied paints other factors such as the application processes, surface treatment and wear, environmental degradation or age-related colour shifts must be considered. All too often extant examples of applied paints are presumed to represent the colour standard accurately and to present a consistent appearance of the paint colour rather than just a matched and aged variant.

A BT-9 Yale, coded 292, from the 46th School Squadron, wore the colourful primary and basic trainer aircraft finish of A-N True Blue and Orange Yellow to Spec. 98-24113-A, dated September 9, 1938 (NARA)

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P-38D from the 1st Pursuit Group, pictured in 1941 in the standard camouflage scheme of the period (NARA)

2.2 USAAC/USAAF Camouflage Colours In August 1940, the Air Corps Board recommended the use of the following colours for aircraft camouflage: Dark Olive Drab 31, Neutral Gray 32, Black 33 and Sea Green 28, all temporary camouflage finishes. By September 1940, the Materials Laboratory (MatLab) at Wright Field had developed matt lacquer paints in these colours, and in the same month Air Corps Bulletin No.41 was issued with colour cards for eight colours, including four non-camouflage colour standards (Insignia Red 45, Insignia White 46, Insignia Blue 47 and Identification Yellow 48) and four camouflage colour standards (including Black 44), which would remain in use until late 1943. The finishing materials for the new camouflage colours were specified to be of two types: camouflage pigmented nitrate lacquer to Spec. 14105, and camouflage pigmented nitrate dope to Spec. 14106. The following pigments were specified for the camouflage colours:

P-36A, from the 51st Pursuit Group, Oakland, 1941. Dark Olive Drab 41 over Neutral Gray 43

Dark Olive Drab 41 - optional Medium Green 42 - optional Neutral Gray 43 - titanium dioxide, yellow iron oxide, lamp black

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These new colours became standard for all US Army combat aircraft just prior to America’s entry into the Second World War, and provided the standard to which manufacturers were expected to match their paints. They continued unchanged until their replacement by Army-Navy Aeronautical Bulletin No.157, dated September 28, 1943, and titled ‘Colors; List of Standard Aircraft Camouflage’ - which incorporated the ANA colours. Note that the pigments for Olive Drab and Medium Green were not specified. That permited manufacturers to use their own procured pigments to create paint that matched the standard, and therefore the colours could, and did, vary with exposure and weathering over time - see below. Chalk-resistant titanium dioxide, a white pigment, is the rutile form. It is significant that this was not specified for Neutral Gray 43 (q.v.) which meant that manufacturers were free to use the cheaper anatase form which was prone to chalking. That suggests that perhaps the Air Force were not too concerned at the prospect of the Neutral Gray becoming lighter in service. It might even be the reason that the colour was standardised so dark to begin with.

2.2.1 Olive Drab 41 and ANA 613

Snapshots from the B-25C bomber painting process at Inglewood factory, 1942. The painter holds a wooden template used for application of national insignia (Alfred T. Palmer via Library of Congress)

Although introduced as a standard upper surface camouflage colour during the Second World War, Olive Drab had a long pedigree for US Army aircraft. A-N Olive Drab (gloss) was originally issued as a ‘wet colour’ standard to paint manufacturers in September 1930, developed directly from the 1923 Spec. 3-1 colour Olive Drab 22. The pigments specified for the paint were Chrome Yellow, Lamp Black, Ultramarine Blue - trace and Zinc White - trace. There were various problems with this system, and several subsequent reiterations of the colour presented in different formats, culminating in ‘dry’ porcelain plates issued in September 1938 with a simplified specification of Chromium Oxide (Green) and Iron-Zinc Brown. In comparison to later Olive Drabs, OD 22 is a much richer, deeper olive green hue. Slight variations in the appearance of the various plates issued were noted by paint manufacturers.

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New B-25s awaiting the final inspection and flight tests. The aircraft in the foreground has a soft and straight demarcation between the camouflage colours, whilst the remaining machines feature a wavy demarcation in accordance with AAF HQ demands. (Alfred T. Palmer via Library of Congress)

Olive Drab 31 was a temporary water colour camouflage paint included in Specification 14057 originally issued in April 1931. This set of temporary camouflage colours continued through Spec. 14057-A issued in August 1932, Spec. 14057-B issued in March 1938, and Spec. 14057-C issued in December 1939, and was not cancelled until 1954.

Dark Olive Drab 41 (OD 41) was a permanent camouflage paint introduced in AAF Bulletin 41 issued in September 1940 following a series of tests. It was promulgated as the standard upper surface camouflage colour for US Army aeroplanes from 1941 to late 1943. As mentioned, the pigment specification was optional, leaving manufacturers free to formulate their own paints to match the standard. The closest FS 595 equivalent to OD 41 is FS 33070, which is very close indeed at 1.64 where