Splinter Scheme or Single Colour?

 During late 1939 - early 1940 and with the Luftwaffe fully committed to its wartime operations, the probability of a single upper camouflage colour being applied to individual aircraft or those of a specific unit is entirely credible.  Although no valid or 100% supportable documentary evidence of any Bf 109s with a single upper camouflage colour during this period has yet been discovered, it remains entirely plausible to assume that, for whatever reason, some aircraft may have received a single colour finish to the upper surfaces on either a temporary or permanent basis.

In the recent careful examination of a number of good quality original photographs, the presence of a single upper surface colour on some aircraft is strongly indicated and in the careful scrutiny of these original prints by several noted researchers, to date, no discernible evidence of a second colour has been determined with complete certainty.  Nevertheless, and until factual evidence to the contrary is discovered, it may perhaps be presumed that contemporary references to a single dark green are nothing more than a broad generalisation of the camouflage colour.  The singular ‘dark green’ reference possibly being due as mentioned earlier, to the low tonal contrast between these two colours?

The Colours Change

Although the standard camouflage on the Bf 109 at the outbreak of war, the fighting in Poland made it clear that while the 70/71 scheme was more than adequate for ground concealment, the same did not hold true for aerial combat.  Consequently, numerous field trials to find a suitable replacement were undertaken during the winter of 1939-40 utilising various combinations of the colours Grüngrau[5] 02 and the greens 70 and 71. The successful outcome of these trials resulted in a new camouflage pattern of 02 and 71 that was considered more practical for the then current operations than the earlier scheme. Accordingly, an order was issued dictating that 02 would replace Black-Green 70 in the pattern. Almost concurrently, the demarcation for the undersurface Blue 65 was increased in height to cover approximately three-quarters of the fuselage sides, including the entire sides of the vertical tail surfaces.  Although this change effectively restricted the upper colours to the strict plan view of the aircraft, the actual height of the demarcation varied considerably between aircraft, most prominently on the rear fuselage between the rear of the cockpit canopy and base of the fin.

 Beginning in early 1940 with production of the Bf 109E-4, the 02/71 scheme was applied as a factory finish, whereas the earlier E models already in service appear generally to have been repainted at either local or unit level as and when time allowed, with the attendant broad interpretation of the contents of the order. Some units were noticeably slower than others in implementing the change and even for those repainting their aircraft promptly it must be realised that not all aircraft within a single unit would or could be repainted at the same time. On some aircraft the 02 replaced the Dark-Green 71 rather than the Black-Green 70 as directed, while on many others, only the smaller areas of tail and fuselage sides were repainted in Blue 65 thus leaving the tops of the wings and fuselage uppersurfaces in the earlier greens. That this occurred is evident from photographs and the contents of intelligence summaries, which indicates that a number of Bf 109s in a variety of these finishes survived well into the early autumn of 1940 and beyond. Furthermore, it is entirely possible that many of these may have been either older aircraft or those held as reserve or ‘spare’ aircraft, retaining their finishes until they were either lost on operations or underwent major servicing, at which time the newer scheme would presumably have been applied.

 With these changes, which included revisions to the size, style and placement of the national insignia, several different examples of a simplified splinter scheme, including ‘mirror’ image reversal patterns, began to appear. In these, the colour divisions were far less angular than those of the original patterns and are often seen in photographs to have a ‘feathered’ rather than sharp demarcation. Although official confirmation for this simplification is unclear, it is reasonable to assume that they were implemented as a means both to expedite service requirements and to save on materials and cost, regardless of whether the finish was of factory or in-service origin.

The Summer Battles of 1940

As the aerial battles developed above the southeastern coast of Britain and the English Channel in the mid-summer of 1940, it soon became clear that again, more changes would be necessary to the camouflage worn by Bf 109s. Whereas the 02/71/65 scheme had worked sufficiently well over France and the Low Countries, it was found that this was not the case in the air war against England.  The high demarcation level of Blue 65 on fuselage sides and tails made the aircraft stand out conspicuously against the waters of the Channel and the colours of the English summer countryside. To overcome this, several methods were employed to tone the blue down, the most common being an application of mottling to fuselage sides in 02 and/or one or both - on 70/71 finishes - of the upper surface colours. One of the earliest reports of this occurred in mid-July when Bf 109s of JG 51 were reported as having a fine, pale grey ‘overspray’ applied to their fuselage sides; an indication perhaps of one of the first uses of 02 in this manner. Taking into account the requirement to tone these areas down, it is entirely feasible that an order was originated, either at RLM level or from local area command with RLM approval, allowing individual units, notably JG's 2, 53 and 54, to determine the extent and style of application as was dictated by their operational requirements.

 As the variations in mottling are far too extensive to describe in detail, it must be realised that while little similarity existed between individual units, a general uniformity of style and pattern was usually found amongst aircraft of the same unit.  Believed for the most part to have originally been 02, it was usually sprayed along the sides of the fuselage and fin in varying degrees of density and pattern. On some aircraft it was occasionally intensified, usually where a colour transition was made such as at the roots of the wings or tailplane, by the random inclusion of one or both – if 70/71 - of the upper colours.

With more fighter engagements taking place over the sea and increasing numbers of replacement aircraft entering service, camouflage variations became all the more widespread, often occurring when easily interchangeable parts such as cowlings, rudders, armament access panels and battery hatch covers were swapped between aircraft to expedite servicing. Additionally, two other anomalies had appeared earlier in the camouflage schemes.   

Grey Camouflage?

Although often totally destroyed, all enemy aircraft that came down in the British Isles during the Second World War were thoroughly examined by intelligence teams from the Air Ministry and RAF.  The reports created from these examinations were known as Crashed Enemy Aircraft Reports, and recorded such information as Werk Nummer, engine type, armament, additional or special equipment and often, markings and colours.  However, and to the disappointment of many post-war researchers, there were no set guidelines in these reports for describing the shades of the colours found on these downed aircraft.  Generally, any examination of the paint was confined to an evaluation of the type of finish and occasionally, some undamaged panels would be tested for paint durability.   

By mid-August, the first uses of greys and blue-greys as an upper camouflage colour were making their appearance in these reports, appearing with increasing frequency as the battle progressed. ‘light navy grey’, ‘two shades of grey’, ‘light grey with dark grey mottling’, ‘Battleship grey’, ‘mottled greys’ and ‘camouflage grey’ were some of the descriptions given, along with mention of varying shades of green-grey and blue-grey. Were these an indication of the earliest use of the greys 74[9] and 75[10] that would become the standard fighter camouflage the following year or, as recent research and correspondence indicates, that they were colours originally created at unit level?

 Since the appearance of the original version of this article I have received written confirmation from two former Jagdwaffe ground personnel confirming that on occasion, various grey shades were mixed and applied to some aircraft in an attempt to find suitable concealment when flying above the waters of the English Channel.  Confirmation that this occurred ties in with known practices carried out on Luftwaffe aircraft where a new paint or colour was applied to selected parts of an airframe to test its viability under operational conditions.  It can be found that the mixing of various combinations and percentages of the colours 02, 65, 66, 70 and 71, or similar colours in contemporary paints will produce a variety of grey and blue-grey shades.  Most, if not all of these ‘grey schemes’ would have been suitable for use in the prevailing situation on the Channel Front in the latter half of 1940.  It is reasonable to assume therefore that some of these shades were no doubt almost identical to the later 74/75 greys thus leading to the belief in some quarters that this series of colours had been applied to Bf 109s in the summer of 1940.  However, as the use of 74/75/76 was not officially promulgated until the November 1941 issue of L.Dv 521/1[11], it is a wholly convincing possibility that the various greys used during 1940 were those from which they were developed.

Geschwader, Gruppe and Staffel Markings and Colours

Stab Markings

The origins of markings for Stab personnel date back to the pre-war period, being allocated to three officers of the Geschwaderstab: the Kommodore, his Adjutant and the officer in charge of flying operations. Correspondingly for the Gruppenstab, similar symbols were allocated to the Gruppenkommandeur, Adjutant and Operations officer. 

Staffel Markings

The ordinary Staffel aircraft carried a number identifying the individual aircraft within the Staffel, and the colour in which it was painted identifying the Staffel within the Geschwader. These numbers were usually applied in one of two forms with the figures from 2 to 9 appearing in either a ‘rounded’ or ‘squared’ style that usually remained constant within the various Staffeln.  

Although regularly positioned ahead of the fuselage cross, some units did adopt alternative locations for these numbers.  The III./JG 27 chose to apply them to either side of the cowling beneath the gun troughs while the III./JG 54 placed theirs on either side of the forward fuselage, just aft of the rear edge of the engine cowling.  Likewise, there were also exceptions to the rule for Staffel colours; on several occasions, red was recorded as   replacing the normal black of the second, fifth and eighth Staffeln, the third (Jagd) Staffel of LG 2, used brown instead of yellow and the 5.Staffel of JG 53 is recorded as using grey numerals throughout 1940. 

Colours.

I, II & III Gruppenstab                 -            Green

1, 4 & 7 Staffeln                        -            White

2, 5 & 8 Staffeln                        -           Black (Red)

3, 6 & 9 Staffeln                        -           Yellow (Brown)

The Red Band of JG 53

For a short period during the second half of 1940, all three Gruppen of JG 53, and only JG 53, displayed two distinct anomalies in their markings, the purposes of which have yet to be fully determined with 100% certainty. 

The first case concerns the replacement of the ‘Pik As’[12] emblem.   According to RAF intelligence sources in Air Ministry Weekly Intelligence Summary No.60, the emblem was ordered removed by Hermann Göring and a red band applied in its place, stating that the unit was to become known as the ‘Red Ring Geschwader’.   While there is some evidence to suggest that it may have stemmed from some personal antipathy on the part of Göring, or possibly from some ideological difference with the leadership of the Geschwader[13], the definitive reason for the order has yet to be determined.  In the past, several valid theories for this change have been examined in depth, but most have been subsequently disproven although one, containing some merit, submits that it may have been nothing more than a temporary identification feature. There was however one event which transpired at this time that may have been of some significance.  During early August, at around the time of the appearance of these red bands, Göring replaced the majority of the Jagdwaffe Kommodore with younger men, although two units serving with Luftflotte 3, JG 27 and JG 53, retained their existing Kommodore until October.  Then, after Oblt. Günther von Maltzahn had taken over command of JG 53 from Oblt. Hans-Jürgen von Cramon-Taubadel at the beginning of October, the ‘Pik As’ emblem began to reappear on the Geschwader aircraft in a somewhat newer and larger format than previously seen.  As a matter of interest, the first recorded incident of a Bf 109E being brought down over England where the red band had replaced the ‘Pik As’ emblem occurred on 16 August.  On that date the aircraft of Fw. Christian Hansen of the 2./JG 53 force landed at Godshill on the Isle of Wight and when examined was reported in Crashed Enemy Aircraft Report No.11 of 19 August 1940 as having a “red band around nose 6” wide”.  

Tactical Markings

 The earliest examples of the use of these markings occurred when aircraft of JG 26 and JG 54 were recorded as carrying areas of yellow paint applied to wing and tailplane tips and also to top sections of rudders and on occasion, to the vertical trailing edge section of the rudder. There is little doubt that these markings were established as an aid to instant recognition in the air where such conspicuous markings were invaluable to both sides. In appreciation of this value, the Jagdwaffe were quick to increase the use of such colours to include cowlings and entire rudders. Whereas the application of either yellow or white paint to wing and tailplane tips remained relatively constant from unit to unit, this was not often the case where cowlings and rudders were concerned.

 On rudders, it first appeared in the form of an inverted triangular area on the top section as may be seen in photo's of the Bf 109 of Gerhard Schöpfel of the III./JG 26 circa mid - August.  Not long after this, other Bf109Es, often noted as being from the III./JG 54, were recorded as having approximately one-third of the rear vertical rudder surface painted yellow or possibly white, while on Bf 109s of other units, the entire rudder was finished in one of these colours. When the whole rudder was painted, the exact area covered frequently varied as a section of the original Blue 65 would often be left on which the pilot would display his 'Abschuss' tally, usually marked as black or red vertical bars that often identified the nationality of the victim and the date of the victory.  In addition to the painted rudder variations, at least two Bf109Es of the period are documented where the fin was also painted in yellow or white but based on currently available information, these are seen to be the exception rather than the rule at this time. 

 Although some references suggest that the change from yellow to white occurred at the end of August, it is evident from the contents of Crashed Enemy Aircraft Reports for the month of September that both colours were being used concurrently by different units during that time. As far as research to date has shown, it would appear that this use of white lasted only for a period of approximately three or four weeks and was seemingly confined in the main to units based within a small sector of occupied France. During the last week of August, the fighter units of Luftflotte 3 were placed under the control of Luftflotte 2 when the bomber units of the former were temporarily withdrawn from daylight operations in order to join the nightly attacks on centres of industry in the British Midlands. However, whether or not this was in any way connected with the use of the white tactical markings for the single-engined fighter force, remains a matter of speculation for the present.

 Canopy Framework

In Conclusion

While it is a well-recognised fact that the RLM had a clearly defined administrative intent to regulate Luftwaffe camouflage practices, it must also be distinctly understood that, as surviving documentary and photographic evidence reveals, there were many exceptions to its established edicts. Unfortunately, since very few original documents or diagrams are available from which definitive information can be obtained; much of the interpretation for these variations must rely heavily on informed and educated speculation based upon such material and knowledge as is currently available.