Historical background:

In spring 1942 Japan held a vast territory. East China, Indochina and Burma, the Philippines, New Guinea and vast parts of the Pacific. From Guadalcanal in the Solomon islands chain it was  just a small step to Australia (the next Jap. target).

May 6th - 8th 1942: The battle of Coral Sea (north east of New Guinea) marks a turning point in sea warfare as it was entirely fought by aircraft carrier forces, the ships not seeing each other; Jap. carrier Shokaku damaged, American CV-2 Lexington sunk. Supremacy of Japanese aircraft obvious.

June 4th 1942: Battle of Midway. due to a great portion of luck Japanese carriers Akagi, Hiryu, Soryu and Kage were sunk. Also most of the well trained and battle experienced Japanese pilots were lost. The Japanese expansion plans became obsolete. On the American side only CV-5 Yorktown was lost.

1943 was marked by the fight for Guadalcanal. In battles at land, sea and in the air the Allied forces repelled Japanese counter attacks and at last gained control over the whole Solomon islands. The supremacy of Japanese aircraft was countered by tactics, additionally due to the flimsy construction of Japanese aircraft  Japan again lost many of it's remaining first class pilots.

In 1944 US forces fought their way back to the Philippines. A steady stream of new aircraft carriers with more modern aircraft aboard appeared. Usual American tactics were: Strike where Japan doesn't expect it. Preparatory air strikes to soften Japanese strongholds, air cover for landing forces, construction of air bases for Marine aircraft to secure the territory gained, alternatively installation of ship bases.

June 19th, 20th 1944: The battle of the Philippine Sea marked the factual end of Japanese sea and naval air power (more than 300 aircraft lost). Oct. 23th and 24th last and unsuccessful attempt of Japanese ship forces to destroy American landing forces in the Philippines. Appearance of first kamikazes Oct. 24th 1944.

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US carrier forces relied on three kinds of aircraft carrier:

• Fleet carriers (CV, carrier vessel), purposely built, about 90 aircraft (fighters, dive bombers, torpedo/horizontal bombers).

• Light carriers (CVL), built on cruiser hulls, about 30 aircraft.

• Escort carriers (CVE), at first converted from tankers and oilers, later purposely built in large numbers. "Jack of all trades" (transport, training, sub hunting, combat air patrol, strike, reconnaisance, gun direction).

Time of carrier deployment differed greatly, ranging from half a year to some weeks. Furthermore embarked squadrons may have had had different times of assignment. For example squadrons on board CV-10 Yorktown: VF-5, 09-12/1943;  VF-5, 01-02/1944; VF-1,  05-06/1944; VF-3, 01/1945; VF-9, 03-04/1945; VF-88, 06/1945.

For modellers: There wasn't much time for "ageing" and in case of an emergency there rarely was a friendly island nearby. If there was one it usually was the one under attack.

Identification Markings:

• Identification marking consisting of squadron number, letter of mission (i.e. fighter), individual aircraft number; lettering in 12 inches; individual numer repeated on trainling edge of the wing near the fuselage, optional on motor cowling and/or leading edge of the wing near the fuselage; all lettering in "block style" (edges canted 45°).
• Individual aircraft number repeated on the trailing edge of the inner wing and in smaller size on the motor cowling.
• National insignia between trailing edge of the wing and leading edge of the horizontal stabiliser, size 24 inches.
• Branch (NAVY oder MARINES) centered over serial number on the fin, model designation (i.e. F4F-3) centered on the rudder in the same hight as the serial; lettering 1 inch (2,54 cm). This part of the markings remained constant  throughout the war.

Land based aircraft (especially F4U Corsairs of the Marine Corps) often with three digit numbers (last three digits of the BuAer number?)

No carrier marking (!), as carriers may have had different squadrons with differing markings embarked.

Numbering still on squadron basis, beginning of numbering in blocks of 100.

In August 1943 the first operational F6F-3 Hellcats embarked with VF-5 aboard CV-10 Yorkwown and showed a white oblique stripe one the vertical tail. Not leading upwards from front to rear (the common aid for the landing signal officer), but canting down. A pure squadron marking without any official approvement. But somehow the idea stuck, VF-2 on board CV-2 Hornet followed with a white dot, "Essex"-based aircraft used a thin horizontal line. But beware! These markings were not assigned to a certain carrier!  Application was entirely in the decision of the Squadron- or Air Group commander. So well into 1944 some units had no such insigina, whereas others were more inventive.

Why such markings though off limits were tolerated by the Navy may have had practical reasons. As more and more carriers appeared, being grouped in so called "Task Forces" chances rose that single aircraft joined the wrong formation. This was especially important after the attack, as a pilot landing on the wrong carrier had to endure some roguish treatment on the one he landed on and his home carrier after his return as well. So a formation aid was needed, the "G-Symbol" acting as a "club logo".

Until Jan. 1945 G-Symbols" did  not denote a certain carier!

"G-Symbols" were invented on squadron level without official approvement and followed the squadron when it was assigned to another carrier (i.e. VF-20 from "Enterprise" to "Lexington"). Furthermore a carrier could show one squadron with G-Symbols while th other wasn't decorated this way: VF-19 Hellcats on board CV-16 "Lexington"showed numbers only whereas Avengers of VT-19 carried a white triangle on the tail. Also on CVL-23 "Princeton" and CVL-28 "Cabot" markings of VF- and VT- aircraft differed.  SBD Dauntlesses - if  embarked - generally did not use such a marking, the only exception being Air Group 1 on board CV-10 "Yorktown" 6/1944.

Last not least "G-Symbols" weren't constant. When assigned to CV-10 Yorktown VF-1 adopted the oblique stripe of VF-5, but added the letter "K" (reason unclear). On CVL-28 the G-Symbol of VT- 31 in 7/1944 was quite different to that of VF-29 seen 10/1944. On Escort Carriers a wealth of markings - mostly quite different - was to be seen.

Pofiles at the end of this page show when and how "G-Symbols" were used (1945 markings to follow).

In the beginning of WW II American aircraft wore the traditional national insignia, an "Insignia White" star on an "Insignia Blue" disc with a centered dot in "Insignia Red". Additionally 13 alternating stripes of "Insignia Red" (7) and "Insignia White" (6) on the rudder (excludig the fin). But then the Bureau of Aeronautics (BuAer) got busy. Unlike in other cases  this directive was followed very timely, carrier and land based aircraft as well).

Timescale of alterations:

Jan. 5, 1942: National insignia on both wings, distance from the wingtip 1/3 of wingspan, size on the fuselage 24 inches.

Febr. 5, 1942: The national insignia had to appear as large as possible. As this change was hastily done no uniform appearance resulted as can be seen in the photo at left.

May 15, 1942: As wartime experiences led to a deep dislike of red, and it could also be mistaken for the Japanese rising sun, the red dot was removed. Also the red and white stripes (unlike in some illustrations in the battle of Midway there were no more red dots and rudder stripes to be seen).

11/1942: As the British gunners were unused to American airplanes, a yellow ring was added for landing operations in North Africa ("Operation Torch").

Feb. 1, 1943: Removal of the national insignia from the upper side of the right and underside of the left wing. Size 75 % of the distance wing leading edge to front edge of the aileron.

June 28, 1943: Addition of white bars (hight 1/2 radius of the star), the whole national insignia surrounded by a red line, 1/8 radius (On land based Marine F4U Corsairs often simply plain white bars were added to the previous disc on left and right wings).

Sept. 4, 1943:  Colour of the surrounding border changed to "Insignia Blue" due to protests concerning the use of red.^*

^{* Grumman was granted permission to mix "Insignia White"  with "Light Battleship Gray" for the national insignia on the wing upprside, surrounding line deleted.  On later aircraft completely painted in "Glossy Sea Blue" also the disc was deleted (just white on Sea Blue).}

^{Notice: "Insignia Blue" is of a very dark colour, almost black. On the already very dark "Sea Blue" it still apears darker. Dark blue is definitely too bright and too light.}

Kill markings were considered morale boosters and therefore not penalized as deviation from official regulations. But their application differed from the practice in the USAAF or other air forces.

If applied*, AF Pac Fleet letter 21L-44, Nov. 15, 1944, stated for Japanese flags:  Size 2 by 3 inches (5,08/7,62 cm), 4 inches below the cockpit rim, not further forward than front of windshield.

The picture at left  (reproduced from an actual photo) though showing one variant for application "kill markings" nevertheless is unusual in several ways. At first swastikas instead of the more common Japanese flags (VOF-1 embarked on CVE-72 "Tulagi" flew ground attacks during the American invasion of southern France in August 1944). Secondly there are names. „Ens.A.R.Wood“ after the upper row, „Lt(jg) E.W.Olszewski“ after the lower. A practice not seen anywhere on USN aircraft. But interesting most in this case is the reason for this application.  Ens. Wood shot down two Heinkel He 111 on Aug. 20th 1944, Lt (jg) Olszewski got two Junkers Ju 52 the following day. These kills were gained by two different pilots while flying the same aircraft!  Another clue that generally there were no personal aircraft.

But how about Cdr. David McCampbell's "Minsi"- Hellcats the insider may ask. Well, his at least four Hellcats ("Minsi" to "Minsi IV") were decorated in a peculiar way. At first there is no aircraft number. Instead "AGC" (Air Group Commander) was to be read embedded in front of the white tail stripe and the forward landing gear covers. While kill markings were according to regulations, "Minsi" was not. But his Hellcats were well liked by the home press, Cdr. McCampbell being considered a war hero, and last but not least he was the pilot with the highest rank aboard CV-9 Essex. One has to live with such rare exceptions.

* Usually kill markings were applied either on the aircraft with which a kill was achieved (regardless of the pilot), or on the superstructure - island - of the carrier (the most usual way).

Used only by a few squadrons. Pirate flag on motor cowling of VF-17 (land based) off limits, but obviously tolerated by the BuAer for publicity photos and morale booster.

Unlike in the US Army Air Force in the Navy personal decorations were not allowed. Where seen strictly off limits and a rare exeption.

Well known photos of elaborately decorated Hellcats and Corsairs seem to contradict this statement so an explanation may be helpful:

1. In the Navy the aircraft is considered property of the government, and you won't paint what's not yours.

2. Above statement aside in Navy parlance the plane captain (1th mechanic) owns the plane who only lends it to the pilot.

3. In a Navy carrier squadron there are more pilots than aircraft (i.e. VF-17 Aug. 1944: 54 Corsairs, 81 pilots).

4. As the planes are tightly packed together in the order they came aboard, it's impossible to sort them out in the required start order. So there's no personal assignment of aircraft.

5. On land bases parkings space was no problem so pilots could fly a certain  plane regulary. Because there was no danger of Navy bureaucrats visiting remote islands in the Pacific, applying decorations to the discretion of the unit commander were possible (F4U Corsairs in three tone paint were land based throughout).

A good example how fancy decorations came into life is the photo showing Gregory "Pappy" Boyington looking out of a F4U Corsair numbered "86" and named "Lulu Belle" with a wealth of "kill markings" below  the cockpit. Actually this photo wasn't a quick snapshot by a squadron mate, but well prepared by a professional press man to be shown in a newspaper. Boyington wasn't too enlighted, but gave in at last. So a Corsair no. 86 standing nearby was decorated to the taste of the press man ("the audience wants to see that") and Boyington seated in. In real life neither did he fly a plane no. 86 nor did it carry name and kill markings as  Boyington didn't want to attract attention. What happened to said no. 86 afterwards isn't told, presumably all decorations were removed. By the way: Photos showing a pilot leaning out of the cockpit with his personal score below were made the same way (Japanese flags in the required number were applied by stickers, the pilot seated; afterwards change of stickers, photo of next pilot).

The well publicised "Minsi III" of Cdr. Davíd McCampbell and Corsairs of VF-17 with name inscriptions and a pirate flag on the motor may seem contrary to the statement "no personal decorations", but in truth were tolerated as part of a publicity campaign to boost morale at home.  Maybe in case of Cdr. McCampbell it may have helped to be Air Group Commander and well known "war hero"  to get a personal aircraft .

Another,  later well known person, Mr. George Bush sen. was not allowed to write "Barbara" on his TBF Avenger: On CVL-25 "San Jacinto" the order was "no names!"

The same goes for "Nose Art" and other pictorial representations on carrier aircraft.

Land based aircraft of the Marine Corps  usually were quite unspectacular too. When names or decorations appeared then simply by the fact that an aircraft on a remote island in the Pacific ran little chance to be detected by Navy bureaucrats.

When said VF-17 got aboard a carrier in late 1944 their aircraft were alike to all  the others, devoid of any decorations.

 

Officially Navy aircraft were considered property of the United States so anything beyond official paint and marking regulations was off limits.   When the F6F-5 of VF-27 with a spectacular mouth and grim eyes on their motor cowlings - the only instance of "nose art" known by then - had to land aboard the "Essex" in Oct. 24th 1944 because their home carrier "Princeton" had been bombed, this painting not only got a lot of attention, but had to be removed immediately. It was considered spoiling of government property.  VT-27 didn't have such a problem, as their Avengers were to regulations.

Land based Marine aircraft obviously had more liberties.

Even more so when in summer 1945 the Marines got their own (Escort-) carriers. On CVE-107 "Gilbert Islands"all aircraft - F4U Corsairs and TBM Avengers alike - carried nose art for the entire duration of service.  Was it because in that late stage of the war nobody cared about it or because they were Marines and not Navy remains open to speculation.