The Official Monogram U.S. Navy and Marine Corps Aircraft Color Guide Vol.3 1950-1959

196 Pages·1991·122.24 MB·English

by  John M. Elliott

The OFFICIAL MONOGRAM
US NAVY &MARINE CORPS
AIRCRAFT COLOR GUIDE
Vol 3 1950·1959
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The OFFICIAL MONOGRAM
US NAVY &MARINE CORPS
AIRCRAFT COLOR GUIDE
Vol 3 1950·1959
John M. Elliott Maj USMC (Ret)
\ J
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Monogram Aviation Publications, Sturbridge, Massachusetts
Copyright © 1991 by
Monogram Aviation Publications
LibraryofCongress Catalog Card Number
86-62376
ISBN 0-914144-33-2
Printed in Hong Kong
All rights reserved
No part of this book may be reproduced, stored in a retrieval
system or transmitted in any form or means electronic,
mechanical, photocopying, recording or otherwise, without prior
perillission. of Monogram Aviation Publications. Brief text
quotationsforbookreviewpurposesareexempted.
CONTENTS
FOREWORD 7
INTRODUCTION 8
ACKNOWLEDGEMENTS 10
SECTION 1- AIRCRAFTCOLORING AND
PROTECTIVE COATING 12
CHAPTER 1 1950-1959 14
SECTION 2- NATIONALAIRCRAFT INSIGNIA 72
CHAPTER 2 1950-1959 72
SECTION 3- IDENTIFICATION AND
RECOGNITION MARKINGS 78
CHAPTER 3 1950-1959 78
SECTION 4- MAINTENANCEAND
SAFETY MARKINGS 164
CHAPTER 4 1950-1959 164
SECTION 5- MERITORIOUS MARKINGS 180
CHAPTER 5 1950-1959 180
APPENDIXA- AIRCRAFT DESIGNATION SYSTEM 183
APPENDIX B- OVERHAULACTIVITIES AND
DESIGNATING LETTERS 185
APPENDIX C- BLUEANGELS 186
APPENDIX D- RESEARCH AIRCRAFT 188
APPENDIX E- COLORS FOR US NAVALAIRCRAFT 190
INDEX& PHOTOGRAPHIC CREDITS 192
LACQUER PAINTCHIPS 193
6
FOREWORD
It's been said that "There aretwo kinds of people in this world: those who
believe there are two kinds of people, and those who don't." When it
comes to aircraft color and markings, there really are only two kinds of
people: Those like John Elliott who dig into all the details and get them
straight- andtherestofus.
With this third volume in his series on US Navy and Marine Corps Aircraft
Colorand Markings, those ofus having an interest inthe subject will relate
tothedifferentvolumesindifferentways. Bynow,thefirstyears, upthrough
1939, are a matterofacademic interest to all but avery few who still care
about the colorful naval aircraft that they flew or maintained during those
years. With the tremendous expansion that began in 1940, and continued
through World War II, there are agreat number of us "who were there" in
one way oranotherand translated our mostly modeling interest to the real
thing. Enamoredofthisnewrelationship, colorand markings interestswere
maintained mostly by the few - such as Bill Larkins who wrote the
foreword for John's first volume. Among those who stayed in, joined the
reserves, or either took up or reverted to modeling after the War, the
interestsinthesubjectwerevariedatthetime- andcontinuetobe. John's
secondvolumeis"theword"forallwhoreflectonthisaspectofthatperiod.
In my own case Ihave a particular identification with the fifties. Forthose
years tied me to Naval Aviation, starting when recalled to active duty with
my Reserve FASRON from my drafting board at Boeing. After a couple of
differentthrusts, direct involvement camewith the engineering ofthe navy's
aircraft - and opportunities to sample the product - as the Navy and
Marines went through their major transition to the turbine engine - and
supersonic fighter age. Through these years, there was not only a major
transition in equipment (with the exception of old favorites like
"Bugsmashers"and "Spads"), buttheSeaBluefinish which mostofushad
grown up with in the real world gave way to gray, white, and something
called "day-glo" - though its generally weathered look soon reverted to
more substantial orange. The patchwork colors - particularly at Reserve
Bases - were nowhere better illustrated than the ReserVe FJ-2s at
Columbus, Ohio, when business took me to what was then a dynamic,
forward-looking engineering group at North American Aviation's now long
gone Columbus Division. Iknow there were Sea Blue, Orange and White,
and Gray and White Furys seen on the line as TWf:>:s Martin 202A or404
landedortookoffat PortColumbus- I'dliketothinktherewere evenone
or two natural metal ones, but that's probably my memory playing tricks
again.
Anyway, with another heavy, but colorful volume, John lays it all out for
those who have an interest in naval aircraft generally, and a particular
interest inthose ofthe fifties. Colorand markingsdatajust doesn't getany
betterthanthis!
HaroldAndrews
Aeronauticat'Engineer
INTRODUCTION date between the previous table and the one in which the
blankappears.
In the Marine Corps, a given number is usually never
assigned to more than one squadron. Therefore, when, for
The ten years between 1950 and 1960 were busy years in
example, VMF-214 and VMA-214 appear in the records it is
US naval aviation. The post war demobilization came to an
the same squadron, but with a different mission. This is not
end and an explosive expansion once again was the orderof
true in the Navy system, where squadrons can, and do,
the day. By the end of the decade, naval aircraft had
come and go with no regard to their number or lineage.
changed greatly from predominantly propeller driven tactical
Several Marine Corps helicopter squadrons now use the
aircraft to almost exclusively jets. These changes were the
same squadron numberthat was originally assigned to fixed
result ofadvancing technology in the aircraft industry, as well
wing squadrons in World War II. With the advent of the
as changes in tactics and missions. This resulted in
helicopter, it was decided to make the helicopter group the
organizational adjustments and reassignment of units within
sixth group of each air wing. This produced MAGs 16, 26,
the fleet. All of which kept unit designations and the Visual
and 36 which had not been previously used. However, as
Identification System in a state of constant change. Along
the helicopter community expanded it was necessary to
with the change in weapons systems and tactics, the aircraft
establish more MAGs and the logical procedure was to
paint scheme changed from the familiar Sea Blue to a Light
continue the numbering system with MAGs 46 and 56. As
Gray and White scheme for carrier aircraft. In the interest of
MAG-46 had been used during World War II for a medium
safety, several high visibility paint schemes were developed
bomber group flying PBJs, there are now helicop
for use in the Training Command and areas of high density
ter squadrons with the same numbers as these World War II
aircraft traffic. The land camouflage scheme went from the
squadrons. The Marine Corps considers these helicopter
Sea Blue, to Light Gray, to Marine Corps Green, with some
squadrons to be the direct descendants of the World War II
odd variations along the way.
PBJ Squadrons. As there never was a MAG-56, no problem
For years there has been a conflict between the interests of existswith theseadditional squadrons.
the historian to save everything and those of the records
One ofthe more common questions asked, and perhapsthe
management community to dispose of all the old records
most difficult to answer, is when did a specific change in a
that are no longer being utilized. In the process of arriving at
paint scheme or marking system take place. Generally, a
a reasonable solution there have been many deliberate
specific date is given by which time the change must be
"housecleanings" of the official records. Then, of course,
accomplished. In many cases, the directive will statethat it is
there has always been the loss or destruction of records due
effective upon receipt. But that still does not answer the
to circumstances such as enemy action and lack of interest
question. In most cases, it has been assumed that achange
in the significance of day-to-day records disposition.
took place based on the date of the implementing directive.
Unfortunately, coupled with these problems was the decision
However, as is pointed out in Chapter Three, in the case of
between January 1, 1953 and July 1, 1957 that Command
MIL-I-18464, the Bureau of Aeronautics issued a letter to all
Histories were not required. While this may have slightly
commands describing the changes that would be
reduced the administrative workload of Fleet units at the
incorporated in the new directive two months after the date
time, it has proved to be a disaster for historical research.
ofthe directive. This apparent discrepancy in dates can only
Even through the use of other records, there are still gaps
be explained by the internal administrative procedures ofthe
that cannot be filled with assurance as to the dates events
Bureau. The directive was dated at the time it was officially
are reputed to havetaken place. This is particularlyevident in
approved for release. Then there was the normal delay of
determining the dates involved in a unit's lineage and
getting it through the printing process. In this particularcase,
assignment of Visual Identification System codes.
the delay must have been excessive to cause the Bureau to
Consequently, you will find blanks in some of the tables in
issue a letter identifying some of the pending changes. This
Section 3 that cannot be resolved in the official records. All
was not an isolated case of delay in releasing instructions
that can be assured is that the event took place at some
after the date printed on the directive. All of which makes it
8
I!
impossible to give an exact date for any ofthese changes to who often are unaware of a break in the lineage and claim
havetaken place on aFleet wide basis. history belonging to a completely different squadron.
Throughout the text ofthis series there has been no attempt
During the later portion of the Truman administration severe
to distinguish one squadron from another with the same
budgetary restraints were imposed on the Navy Department.
designation. But, rather, to just identify a squadron as it was
This resulted in numerous Navy and Marine Corps
known at that time. The tracing of lineage can be a lengthy
squadrons, and, of course, their parent group being
project in its own right.
disestablished. Additional Marine Corps aviation units were
to be deactivated at the end of the 1950 fiscal year, which The Marine Corps operates a little differently. Its units are
would have practically eliminated Marine Corps aviation as it activated and deactivated in accordance with the needs of
was already reduced to just three squadrons more than on the Corps. When a squadron is deactivated, its colors are
December 7, 1941. There was one bright aspect to this returned to Headquarters Marine Corps where they are
drastic reduction. All the squadron material was inventoried placed in storage. At a later date this unit may be
and crated in preparation for turning in to the Navy Supply reactivated. The original squadron colors are presented to
System atthe end ofJune. When the North Koreans invaded the unit and that unit with all its history and tradition is back
South Korea, just days before this material was to be turned in serviceagain.
in, it became available for immediate issue to the squadrons
On August 18, 1959, an Act of Congress established the
assigned to the 1st Marine Brigade, and greatly expedited
Bureau of Naval Weapons and provided that the Bureau of
their rapid deploymentto the FarEast.
Aeronautics and the Bureau of Ordnance would be
For many years the term commission and decommission abolished upon transfer of all their functions. While this
have been erroneously used in connection with Navy aircraft change can be seen in the title of directives used at the end
squadrons. Only ships are commissioned when put into ofthis study, such as MIL-C-18263B(Weps) Amendment No.
service pnd display a commissioning pennant. The correct 2, there was no change asfar asthe operation ofthe Bureau
term for aviation squadrons is establish and disestablish. was concerned.
These are the terms you will find throughout these volumes.
A recently located group of records, which had been in
However, in the early days, aircraft squadrons were
storage for over thirty years, yielded a wealth of information
designated as being commissioned. When a unit is
on the painting and marking of Training Command aircraft.
disestablished that terminates the unit's history. A new unit
Because these instructions are different from those that
may be established with the same designation, but it has no
apply to fleet activities, they have been presented as a
direct link with the former and cannot claim any ofthe former
separate portion of Chapters 1 and 3 for ease of reading. In
units' achievements, even ifit chooses to carry on the use of
those cases, where directives are applicable to both fleet
the unit insignia. It may, however, carry on the traditions of
and Training Command aircraft, the information has been
the former unit.
presented with thefleet activities.
For example, research has located seven squadrons through
the years that have been identified as VF-1, yet there is no
direct lineage connection between any of them. Nor can a
specific squadron insignia be used as a means to trace
lineage. There are numerous cases where a squadron
insignia has been used by more than the originating
squadron. When the Navy has had a need for a new
squadron, the number frequently has been picked arbitrarily
with no regard to whether it had been used before or its
relationship to its parent organization. This lack of a policy
within US Navy aviation is a constant source of confusion,
not only for a researcher, but for the squadrons themselves