Illusions played many roles in the science and art of deception

Visual Illusions: Their Causes, Characteristics and Applications by Matthew Luckiesh is part of the HackerNoon Books Series. You can jump to any chapter in this book here . CAMOUFLAGE XV. CAMOUFLAGE Illusions played many roles in the science and art of deception during the World War, but they served most prominently in the later stages of the war upon the sea. Inasmuch as the story of the science of camouflage is not generally available, it appears worth while to present it briefly. Besides being of interest, it will reveal to the reader the part that the science of light, color, lighting, and vision played in deception. Furthermore, the reader will sense the numberless illusions which are woven into camouflage as developed in nature, and in human activities. The word camouflage by origin does not include all kinds of deception; however, by extension it may and will here signify almost the entire art and science of deception as found in nature and as practiced in the World War. Terrestrial Camouflage.—Camouflage is an art which is the natural outgrowth of our instinct for concealment and deception when pitting our wits against those of a crafty prey or enemy. It is an art older than the human race, for its beginnings may be traced back to the obscurity of the early ages of the evolution of animal life. The name was coined by the French to apply to a definite art which developed during the Great War to a high state, as many other arts developed by drawing deeply upon the resources of scientific knowledge. With the introduction of this specific word to cover a vast field of activity in scientifically concealing and deceiving, many are led to believe that this is a new art, but such is not the case. However, like many other arts, such as that of flying, the exigencies of modern warfare have provided an impetus which has resulted in a highly developed art. [Pg 211] Scientists have recognized for many years, and perhaps more or less vaguely for centuries, that Nature exhibits wonderful examples of concealment and deception. The survival of the fittest, as Darwin expressed his doctrine, included those individuals of a species who were best fitted by their markings and perhaps by peculiar habits to survive in the environment in which they lived. Naturally, markings, habits, and environment became more and more adapted to each other until the species became in equilibrium with Nature sufficiently to insure its perpetuity. If we look about us upon animal life we see on every hand examples of concealing coloration and attitudes designed to deceive the prey or enemy. The rabbit is mottled because Nature’s infinite variety of highlights, shadows, and hues demand variety in the markings of an animal if the latter is to be securely hidden. Solid color does not exist in Nature’s landscapes in large areas. The rabbit is lighter underneath to compensate for the lower intensity of illumination received on these portions. As winter approaches, animals in rigorous climates need warmer coats, and the hairs grow longer. In many cases the color of the hairs changes to gray or white, providing a better coating for the winter environment. Animals are known to mimic inanimate objects for the sake of safety. For example, the bittern will stand rigid with its bill pointed skyward for many minutes if it suspects an enemy. Non-poisonous snakes resemble poisonous ones in general characteristics and get along in the world on the reputation of their harmful relatives. The drone-bee has no sting, but to the casual observer it is a bee and bees generally sting. Some animals have very contrasting patterns which are conspicuous in shape, yet these very features disguise the fact that they are animals. Close observation of fishes in their natural environment provides striking examples of concealing coloration. Vast works have been written on this subject by scientists, so it will only be touched upon here. [Pg 212] There are many examples of “mobile” camouflage to be found in Nature. Seasonal changes have been cited in a foregoing paragraph. The chameleon changes its color from moment to moment. The flounder changes its color and pattern to suit its environment. It will even strive to imitate a black and white checkerboard. In looking at a bird, animal, insect, or other living thing it is necessary to place it in its natural environment at least in the imagination, before analyzing its coloration. For example, a male mallard duck hanging in the market is a very gaudy object, but place it in the pond among the weeds, the green leaves, the highlights, and the shadows, and it is surprisingly inconspicuous. The zebra in the zoo appears to be marked for the purpose of heralding its presence anywhere in the range of vision, but in its reedy, bushy, grassy environment it is sufficiently inconspicuous for the species to survive in Nature’s continuous warfare. [Pg 213] Thus studies of Nature reveal the importance of general hue, the necessity for broken color or pattern, the fact that black spots simulate shadows or voids, the compensation for lower illumination by counter-shading, and many other facts. The artist has aided in the development of camouflage, but the definite and working basis of all branches of camouflage are the laws and facts of light, color, and vision as the scientist knows them. Just as lower animal life has unconsciously survived or evolved by being fitted to do so, mankind has consciously, or at least instinctively, applied camouflage of various kinds to fool his prey or his enemy. Many of us in hunting ducks have concealed the bow of our sneak-boat with mud and weeds, or in the season of floating ice, with a white cloth. In our quest of water fowl we use decoys and grass suits. The Esquimau stalks his game behind a piece of ice. In fact, on every hand we find evidences of this natural instinct. The Indian painted his face and body in a variety of colors and patterns. Did he do this merely to be hideous? It seems very possible that the same instinct which made him the supreme master of wood-craft caused him to reap some of the advantages of concealment due to the painting of his face and body. In past wars there is plenty of evidence that concealment and deception were practiced to the full extent justifiable by the advantages or necessity. In the World War the advent of the airplane placed the third dimension in reconnaissance and called for the application of science in the greatly extended necessity for concealment and deception. With the advent of the airplane, aerial photography became a more important factor than visual observation in much of the reconnaissance. This necessitated that camouflage in order to be successful had to meet the requirements of the photographic eye, as well as that of the human eye. In other words, the special characteristics of the colors used had to be similar to those of Nature’s colors. For example, chlorophyl, the green coloring matter of vegetation, is a peculiar green as compared with green pigments. When examined with a spectroscope it is seen to reflect a band of deep red light not reflected by ordinary pigments. In considering this aspect it is well to bear in mind that the eye is a synthetic apparatus; that is does not analyze color in a spectral sense. An artist who views color subjectively and is rarely familiar with the spectral basis may match a green leaf perfectly with a mixture of pigments. A photographic plate, a visual filter, or a spectroscope will reveal a difference which the unaided eye does not. [Pg 214] Some time before the Great War began, it occurred to the writer that colored filters could be utilized in aiding vision by increasing the contrast of the object to be viewed against its surroundings. Studies were made of various filters, made with the object of the experiment in mind, in viewing the uniforms of various armies. Further developments were made by applying the same principles to colored lights and painted pictures. Many of these have been described elsewhere. With the development of the science of camouflage, filters came into use for the detection of camouflage. As a result of the demand for avoiding detection by photographic plates and by various colored filters, some paints provided for the camoufleur were developed according to the spectral requirements. Many other applications of science were developed so that camouflage can now be called an art based upon sound scientific principles. [9] [Pg 215] Natural lighting is so variable that it is often impossible to provide camouflage which will remain satisfactory from day to day; therefore, a broad knowledge of Nature’s lighting is necessary in order to provide the best compromise. There are two sources of light in the daytime, namely, the sun and the sky. The relative amounts of light contributed by these two sources is continually changing. The sky on cloudless days contributes from one-tenth to one-third of the total light received by a horizontal surface at noon. Light from the sky and light reflected from the surroundings illuminate the shadows. These shadows are different in color than highlights, although these finer distinctions may be ignored in most camouflage because color becomes less conspicuous as the distance of observation increases. In general, the distribution of brightness or light and shade is the most important aspect to be considered. The camoufleur worries over shadows more than any other aspect generally. On overcast days camouflage is generally much more successful than on sunny days. Obviously, counter-shading is resorted to in order to eliminate shadows, and where this is unsuccessful confusion is resorted to by making more shadows. The shape and orientation of a building is very important to those charged with the problem of rendering it inconspicuous to the enemy, but little attention has been paid to these aspects. For example, a hangar painted a very satisfactory dull green will be distinguishable by its shape as indicated by its shadow and shaded sides. In this zone a hangar, for example, would be more readily concealed if its length lay north and south. Its sides could be brought with a gradual curve to the ground and its rear, which is during most of the day in shadow, could be effectively treated to conceal the shadow. A little thought will convince the reader of the importance of shape and orientation. [Pg 216] Broken color or pattern is another fundamental of camouflage which, of course, must be adapted to its environment. For our trucks, cannon, and many other implements of war, dark green, yellow, dark blue, light gray, and other colors have been used in a jumble of large patterns. A final refinement is that of the blending of these colors at a distance, where the eye no longer resolves the individual patches, to a color which simulates the general hue of the surroundings. For example, red and green patches at a distance blend to yellow; yellow and blue patches blend to a neutral gray if suitably balanced, but if not, to a yellow-gray or a blue-gray; red, green, and blue if properly balanced will blend to a gray; black, white and green patches will blend to a green shade, and so on. These facts are simple to those who are familiar with the science of light and color, but the artist, whose knowledge is based upon the mixture of pigments, sometimes errs in considering this aspect of color-blending by distance. For example, it is not uncommon for him to state that at a distance yellow and blue patches blend to make green, but the addition of lights or of juxtaposed colors is quite different in result from the addition of pigments by intimately mixing them. [Pg 217] In constructing such a pattern of various colors it is also desirable to have the final mean brightness approximate that of the general surroundings. This problem can be solved by means of the photometer and a formula provided, which states, for example, that a certain percentage of the total area be painted in gray, another percentage in green, and so on. The photometer has played an important rôle in establishing the scientific basis of camouflage. The size of the pattern must be governed by the distance at which it is to be viewed, for obviously if too small the effect is that of solid color, and if too large it will render the object conspicuous, which is a disadvantage ranking next to recognizable. Where the artist is concerned with a background which does not include the sky, that is, where he deals only with illuminated objects on the earth, his trained eye is valuable provided the colors used meet the demands made by photographic plates and visual color-filters. In other words, the sky as a background gives trouble to all who are unfamiliar with scientific measurements. The brightnesses of sky and clouds are outside the scale of brightnesses ordinarily encountered in a landscape. Many interesting instances of the artist’s mistakes in dealing with these backgrounds could be presented; however, the artist’s trained eye has been a great aid in constructing patterns and various other types of camouflage. One of the most conspicuous aspects of the earth’s surface is its texture. From great heights it appears flat, that is, rolling land is ironed out and the general contour of the ground is flattened. However, the element of texture always remains. This is the chief reason for the extensive use of netting on which dyed raffia, foliage, pieces of colored cloth, etc., are tied. Such network has concealed many guns, headquarters, ammunition dumps, communication trenches, roadways, etc. When this has been well done the concealment is perfect. [Pg 218] One of the greatest annoyances to the camoufleur is the lack of dullness or “flatness” of the paints, fabrics, and some of the other media used. When viewed at some angles the glint of highlights due to specular reflection renders the work very conspicuous. For this reason natural foliage or such material as dyed raffia has been very successful. Systems of network and vertical screens have been extensively employed on roadways near the front, not for the purpose of concealing from the enemy the fact that the roadways exist, but to make it necessary to shell the entire roadway continually if it is hoped to prevent its use. Although the camoufleur is provided with a vast amount of material for his work, many of his requirements are met by the material at hand. Obviously, the most convenient method of providing concealment for a given environment is to use the materials of the environment. Hence, rubbish from ruined buildings or villages supplies camouflage for guns, huts, etc., in that environment. In woods the material to simulate the woods is at hand. Many of these aspects are so obvious to the reader that space will not be given to their consideration. The color of the soil is important, for if it is conspicuous the camoufleur must provide screens of natural turf. [Pg 219] In this great game of hocus-pocus many deceptions are resorted to. Replicas of large guns and trenches are made; dummy soldiers are used to foil the sniper and to make him reveal his location, and papier-maché horses, trees, and other objects conceal snipers and observers and afford listening posts. Gunners have been dressed in summer in green flowing robes. In winter white robes have been utilized. How far away from modern warriors are all the usual glitter and glamour of military impedimenta in the past parades of peace time! The armies now dig in for concealment. The artillery is no longer invisible behind yonder hill, for the eyes of the aerial observer of the camera reveal its position unless camouflaged for the third dimension. In the foregoing only the highlights of a vast art have been viewed, but the art is still vaster, for it extends into other fields. Sound must sometimes be camouflaged and this can only be done by using the same medium—sound. In these days of scientific warfare it is to be expected that the positions of enemy guns would be detected by other means than employed in the past. A notable method is the use of velocity of sound. Records are made at various stations of the firing of a gun and the explosion of the shell. By trigonometric laws the position of the gun is ascertained. It is said that the Germans fired a number of guns simultaneously with the “75-mile” gun in order to camouflage its location. The airplane and submarine would gladly employ sound camouflage in order to foil the sound detector if practicable solutions were proposed. [Pg 220] The foregoing is a brief statement of some of the fundamental principles of land camouflage. Let us now briefly consider the eyes of the enemy. Of course, much concealment and deception is devised to foil the observer who is on the ground and fairly close. The procedure is obvious to the average imagination; however, the reader may not be acquainted with the aerial eyes from which concealment is very important. As one ascends in an airplane to view a landscape he is impressed with the inadequacy of the eyes to observe the vast number of details and of the mind to retain them. Field glasses cannot be used as satisfactorily in an airplane as on solid ground, owing to vibration and other movements. The difference is not as great in the huge flying boats as it is in the ordinary airplane. The camera can record many details with higher accuracy than the eye. At an altitude of one mile the lens can be used at full aperture and thus very short exposures are possible. This tends to avoid the difficulty due to vibration. When the plates are developed for detail and enlargements are made, many minute details are distinguishable. Furthermore, owing to the fact that the spectral sensibilities of photographic emulsions differ from that of the eye, contrasts are brought out which the eye would not see. This applies also to camouflage which is devised merely to suit the eye. Individual footprints have been distinguished on prints made from negatives exposed at an altitude of 6000 feet. By means of photography, daily records can be made if desired and these can be compared. A slight change is readily noted by such comparison by skilled interpreters of aerial photographs. The disappearance of a tree from a clump of trees may arouse suspicion. Sometimes a wilted tree has been noted on a photograph which naturally attracts attention to this position. It has been said that the belligerents resorted to transplanting trees a short distance at a time from day to day in order to provide clearance for newly placed guns. By paths converging toward a certain point, it may be concluded from the photographs that an ammunition dump or headquarters is located there even though the position itself was well camouflaged. Continuous photographic records may reveal disturbances of turf and lead to a more careful inspection of the region for sapping operations, etc. By these few details it is obvious that the airplane is responsible for much of the development of camouflage on land, owing to the necessity which it created for a much more extensive concealment. The entire story of land camouflage would overflow the confines of a volume, but it is hoped that the foregoing will aid the reader in visualizing the magnitude of the art and the scientific basis upon which terrestial camouflage is founded. [Pg 221] [Pg 222] Marine Camouflage.—At the time of the Spanish-American war, our battleships were painted white, apparently with little thought of attaining low visibility. Later the so-called “battleship gray” was adopted, but it has been apparent to close observers that this gray is in general too dark. Apparently it is a mixture of black and white. The ships of the British navy were at one time painted black, but preceding the Great War their coats were of a warm dark gray. Germany adopted dark gray before the close of the last century and Austria adopted the German gray at the outbreak of the war. The French and Italian fleets were also painted a warm gray. This development toward gray was the result of an aim toward attaining low visibility. Other changes were necessitated by submarine warfare which will be discussed later. In the early days of unrestricted submarine warfare many schemes for modifying the appearance of vessels were submitted. Many of these were merely wild fancies with no established reasoning behind them. Here again science came to the rescue and through research and consultation, finally straightened out matters. The question of low visibility for vessels could be thoroughly studied on a laboratory scale, because the seascape and natural lighting conditions could be reproduced very closely. Even the general weather conditions could be simulated, although, of course, the experiments could be prosecuted outdoors with small models, as indeed they were. Mr. L. A. Jones carried out an investigation on the shore of Lake Ontario, and laboratory experiments were conducted by others with the result that much light was shed on the questions of marine camouflage. This work confirmed the conclusion of the author and others that our battleship gray was too dark. Of course, the color best adapted is that which is the best compromise for the extreme variety in lighting and weather conditions. These vary in different parts of the world, so naturally those in the war zone were of primary importance. All camouflage generally must aim to be a compromise best suited for average or dominating conditions. For example, in foggy weather a certain paint may render a ship of low visibility, but on a sunny day the ship might be plainly visible. However, if ships are rendered of low visibility for even a portion of the time it is obvious that an advantage has been gained. Cloudiness increases generally from the equator northward, as indicated by meteorological annals. [Pg 223] [10] In order to study low visibility a scale of visibility must be established, and it is essential to begin with the fundamentals of vision. We distinguish objects by contrasts in brightness and in color and we recognize objects by these contrasts which mold their forms. In researches in vision it is customary to devise methods by which these contrasts can be varied. This is done by increasing or decreasing a veil of luminosity over the object and its surroundings and by other means. Much work has been done in past years in studying the minimum perceptible contrast, and it has been found to vary with hue, with the magnitude of brightness, and with the size of the image, that is, with the distance of an object of given size. In such problems as this one much scientific work can be drawn upon. A simple, though rough, scale of visibility may be made by using a series of photographic screens of different densities. A photographic screen is slightly diffusing, still the object can be viewed through it very well. Such methods have been employed by various investigators in the study of visibility. [Pg 224] Owing to the curvature of the earth, the distance at which a vessel can be seen on a clear day is limited by the height of the observer and of the ship’s superstructure. For an observer in a certain position the visibility range varies as the square root of the distance of the object from him. Such data are easily available, so they will not be given here. So far we have considered the ship itself when, as a matter of fact, on clear days the smoke cloud emitted by the ship is usually visible long before a ship’s superstructure appears on the horizon. This led to the prevention of smoke by better combustion, by using smokeless fuels, etc. The irregular skyline of a ship is perhaps one of the most influential factors which tend to increase its visibility. Many suggestions pertaining to the modification of the superstructure have been made, but these are generally impracticable. False work suffers in heavy seas and high winds. After adopting a suitable gray as, a “low-visibility” paint for ships, perhaps the next refinement was counter shading; that is, shadows were painted a lighter color, or even white. The superstructure was painted in some cases a light blue, with the hope that it would fade into the distant horizon. However, the effectiveness of the submarine demanded new expedients because within its range of effectiveness no ingenuity could render its intended prey invisible. The effective gun-fire from submarines is several miles and torpedoes can be effective at these distances. However, the submarine prefers to discharge the torpedo at ranges within a mile. It is obvious that, in average weather, low visibility ceases to be very effective against the submarine. The movement of a target is of much less importance in the case of gun-fire than in the case of the torpedo with its relatively low velocity. The submarine gunner must have the range, speed, and course of the target in order to fire a torpedo with any hope of a hit. Therefore, any uncertainties that could be introduced pertaining to these factors would be to the advantage of the submarine’s prey. For example, low visibility gave way to confusibility in the discussions of defence against the submarine and the slogan, “A miss is as good as a mile” was adopted. The foregoing factors cannot be determined ordinarily with high accuracy, so that it appeared possible to add somewhat to the difficulties of the submarine commander. [Pg 225] Many optical illusions have been devised and studied by scientists. In fact, some of these tricks are well known to the general reader. Straight lines may appear broken, convergent, or divergent by providing certain patterns or lines intermingled with them. Many of these were applied to models in laboratory experiments and it has been shown that confusion results as to the course of the vessel. The application of these on vessels has resulted in the grotesque patterns to be seen on ships during the latter stage of the war. It is well known that these illusions are most effective when the greatest contrasts are used, hence black and white patterns are common. Color has not been utilized as definitely as pattern in confusibility, although there is a secondary aim of obtaining low visibility at a great distance by properly balancing the black, white, and other colors so that a blue-gray results at distances too great for the individual patterns to be resolved by the eye. Color could be used for the purpose of increasing the conclusion by apparently altering the perspective. For example, blue and red patterns on the same surface do not usually appear at the same distance, the red appearing closer than the blue. [Pg 226] Fig. 92.—A primary stage in the evolution of the use of geometrical-optical illusions on ships. Such apparently grotesque patterns aimed to distort the lines of the ship and to warp the perspective by which the course is estimated. This was the final type of marine camouflage at the close of the war. Besides relying upon these illusions, ships zigzagged on being attacked and aimed in other ways to confuse the enemy. No general attempt was made to disguise the bow, because the bow-wave was generally visible. However, attempts have been made to increase it apparently and even to provide one at the stern. In fact, ingenuity was heavily drawn upon and many expedients were tried. [Pg 227] After low-visibility was abandoned in favor of the optical illusion for frustrating the torpedo-attack by the submarine, there was a period during which merely a mottled pattern was used for vessels. Gradually this evolved toward such patterns as shown in . In this illustration it is seen that the optical-illusion idea has taken definite form. During the period of uncertainty as to the course the pattern should take, a regularity of pattern was tried, such as illustrated in and . Finally, when it dawned more or less simultaneously upon various scientific men, who were studying the problems of protecting vessels upon the seas, that the geometrical-optical illusion in its well-known forms was directly adaptable, renewed impetus was given to investigation. The scientific literature yielded many facts but the problems were also studied directly by means of models. The latter study is illustrated by and , the originals having been furnished by Mr. E. L. Warner, who among others prosecuted a study of the application of illusions to vessels. The final results were gratifying, as shown to some extent in and , also kindly furnished by Mr. Warner. It is seen that these patterns are really deceiving as to the course of the vessel. Fig. 92 Figs. 93 94 Figs. 95 96 [11] Figs. 97 98 Figs. 93 and 94.—Attempts at distortion of outline which preceded the adoption of geometrical-optical illusions for ships. Figs. 95 and 96.—Illustrating the use of models by the Navy Department in developing the geometrical-illusion for ships. The convoy system is well known to the reader. This saved many vessels from destruction. Vessels of the same speed were grouped together and steamed in flocks across the Atlantic. Anyone who has had the extreme pleasure of looking down from an airplane upon these convoys led by destroyers and attended by chasers is strongly impressed with the old adage, “In unity there is strength.” [Pg 230] Before the war began, a Brazilian battleship launched in this country was provided with a system of blue lights for use when near the enemy at night. Blue was adopted doubtless for its low range compared with light of other colors. We know that the setting sun is red because the atmospheric dust, smoke, and moisture have scattered and absorbed the blue and green rays more than the red and yellow rays. In other words the penetrating power of the red and yellow is greater than that of the blue rays. This country made use of this expedient to some extent. Of course, all other lights were extinguished and portholes were closed in ocean travel during the submarine menace. Figs. 97 and 98.—Examples of the geometrical-optical illusion as finally applied. Naturally smoke-screens were adopted as a defensive measure on sea as well as on land. Destroyers belch dense smoke from their stacks in order to screen battleships. Many types of smoke-boxes have been devised or suggested. The smoke from these is produced chemically and the apparatus must be simple and safe. If a merchantman were attacked by a submarine immediately smoke-boxes would be dumped overboard or some which were installed on deck would be put into operation and the ship would be steered in a zigzag course. These expedients were likely to render shell-fire and observations inaccurate. This mode of defense is obviously best suited to unarmed vessels. In the use of smoke-boxes the direction and velocity of the wind must be considered. The writer is unacquainted with any attempts made to camouflage submarines under water, but that this can be done is evident from aerial observations. When looking over the water from a point not far above it, as on a pier, we are unable to see into the water except at points near us where our direction of vision is not very oblique to the surface of the water. The brightness of the surface of water is due to mirrored sky and clouds ordinarily. For a perfectly smooth surface of water, the reflection factor is 2 per cent for perpendicular incidence. This increases only slightly as the obliquity increases to an angle of about 60 degrees. From this point the reflection-factor of the surface rapidly increases, becoming 100 per cent at 90 degrees incidence. This accounts for the ease with which we can see into the water from a position directly overhead and hence the airplane has been an effective hunter of submerged submarines. The depth at which an object can be seen in water depends, of course, upon its clarity. It may be surprising to many to learn that the brightness of water, such as rivers, bays, and oceans, as viewed perpendicularly to its surface, is largely due to light diffused within it. This point became strikingly evident during the progress of work in aerial photometry. [Pg 232] [Pg 233] A submerged submarine may be invisible for two reasons: (1) It may be deep enough to be effectively veiled by the luminosity of the mass of water above it (including the surface brightness) or, (2) It may be of the proper brightness and color to simulate the brightness and color of the water. It is obvious that if it were white it would have to attain concealment by submerging deeply. If it were a fairly dark greenish-blue it would be invisible at very small depths. In fact, it would be of very low visibility just below the surface of the water. By the use of the writer’s data on hues and reflection-factors of earth and water areas it would be easy to camouflage submarines effectively from enemies overhead. The visibility of submarines is well exemplified by viewing large fish such as sharks from airships at low altitudes. They appear as miniature submarines dark gray or almost black amid greenish-blue surroundings. Incidentally, the color of water varies considerably from the dirty yellowish-green of shallow inland waters containing much suspended matter to the greenish-blue of deep clear ocean waters. The latter as viewed vertically are about one-half the brightness of the former under the same conditions and are decidedly bluer. The Visibility of Airplanes.—In the Great War the airplane made its début in warfare and in a short time made a wonderful record, yet when hostilities ceased aerial camouflage had not been put on a scientific basis. No nation had developed this general aspect of camouflage systematically or to an extent comparable with the developments on land and sea. One of the chief difficulties was that scientific data which were applicable were lacking. During the author’s activities as Chairman of the Committee on Camouflage of the National Research Council he completed an extensive investigation of the fundamentals upon which the attainment of low visibility for airplanes must be based. Solutions of the problems encountered in rendering airplanes of low visibility resulted and various recommendations were made, but the experiences and data will be drawn upon here only in a general way. In this general review details would consume too much space, for the intention has been to present a broad view of the subject of camouflage. [Pg 234] [12] The visibility of airplanes presents some of the most interesting problems to be found in the development of the scientific basis for camouflage. The general problem may be subdivided according to the type of airplane, its field of operation, and its activity. For example, patrol craft which fly low over our own lines would primarily be camouflaged for low visibility as viewed by enemies above. (See .) High-flying craft would be rendered of low visibility as viewed primarily by the enemy below. Airplanes for night use present other problems and the visibility of seaplanes is a distinct problem, owing to the fact that the important background is the water, because seaplanes are not ordinarily high-flying craft. In all these considerations it will be noted that the activity of the airplanes is of primary importance, because it determines the lines of procedure in rendering the craft of low visibility. This aspect is too complicated to discuss thoroughly in a brief résumé. Fig. 99 [Pg 235] ig. 99.—Representative earth backgrounds for an airplane (uncamouflaged) as viewed from above. The same fundamentals of light, color, and vision apply in this field as in other fields of camouflage, but different data are required. When viewing aircraft from above, the earth is the background of most importance. Cumulus clouds on sunny days are generally at altitudes of 4000 to 7000 feet. Clouds are not always present and besides they are of such a different order of brightness from that of the earth that they cannot be considered in camouflage designed for low visibility from above. In other words, the compromise in this case is to accept the earth as a background and to work on this basis. We are confronted with seasonal changes of landscape, but inasmuch as the summer landscape was of greatest importance generally, it was the dominating factor in considering low visibility from above. [Pg 236] On looking down upon the earth one is impressed with the definite types of areas such as cultivated fields, woods, barren ground and water. Different landscapes contain these areas in various proportions, which fact must be considered. Many thousand determinations of reflection-factor and of approximate hue were made for these types of areas, and upon the mean values camouflage for low visibility as viewed from above was developed. A few values are given in the accompanying table, but a more comprehensive presentation will be found elsewhere. [12] Mean Reflection-Factors (From thousands of measurements made by viewing vertically downward during summer and fall from various altitudes.) Wooded areas are the darkest general areas in a landscape and possess a very low reflection-factor. From above one sees the deep shadows interspersed among the highlights. These shadows and the trapping of light are largely responsible for the low brightness or apparent reflection-factor. This is best illustrated by means of black velvet. If a piece of cardboard is dyed with the same black dye as that used to dye the velvet, it will diffusely reflect 2 or 3 per cent of the incident light, but the black velvet will reflect no more than 0.5 per cent. The velvet fibers provide many light traps and cast many shadows which reduce the relative brightness or reflection-factor far below that of the flat cardboard. Cultivated fields on which there are growing crops are nearly twice as bright as wooded areas, depending, of course, upon the denseness of the vegetation. Barren sunbaked lands are generally the brightest large areas in a landscape, the brightness depending upon the character of the soil. Wet soil is darker than dry soil, owing to the fact that the pores are filled with water, thus reducing the reflection-factor of the small particles of soil. A dry white blotting paper which reflects 75 per cent of the incident light will reflect only about 55 per cent when wet. [Pg 237] Inland waters which contain much suspended matter are about as bright as grazing land and cultivated fields. Shallow water partakes somewhat of the color and brightness of the bed, and deep ocean water is somewhat darker than wooded areas. Quiet stagnant pools or small lakes are sometimes exceedingly dark; in fact, they appear like pools of ink, owing to the fact that their brightness as viewed vertically is almost entirely due to surface reflection. If it is due entirely to reflection at the surface, the brightness will be about 2 per cent of the brightness of the zenith sky. That is, when viewing such a body of water vertically one sees an image of the zenith sky reduced in brightness to about 2 per cent. [Pg 238] The earth patterns were extensively studied with the result that definite conclusions were formulated pertaining to the best patterns to be used. Although it is out of the question to present a detailed discussion of this important phase in this résumé, attention will be called to the manner in which the earth patterns diminish with increasing altitude. The insert in shows the actual size of an image of a 50-foot airplane from 0 to 16,000 feet below the observer as compared with corresponding images (to the same scale) of objects and areas on the earth’s surface 10,000 feet below the observer. Fig. 100 For simplicity assume a camera lens to have a focal length equal to 10 inches, then the length x of the image of an object 100 feet long will be related to the altitude h in this manner: By substituting the values of altitude in the equation the values of the length x of the image are found. The following values illustrate the change in size of the image with altitude: h It is seen that the image diminishes less rapidly in size as the altitude increases. For example, going from 1000 feet to 2000 feet the image is reduced to one-half. The same reduction takes place in ascending from 10,000 to 20,000 feet. By taking a series of photographs and knowing the reduction-factor of the lens it is a simple matter to study pattern. An airplane of known dimensions can be placed in the imagination at any altitude on a photograph taken at a known altitude and the futility of certain patterns and the advantages of others are at once evident. Fig. 100.—Illustrating the study of pattern for airplanes. The photograph was taken from an altitude of 10,000 feet. The insert shows the relative lengths (vertical scale) of an airplane of 50-foot spread at various distances below the observer. It is impracticable to present colored illustrations in this résumé and values expressed in numbers are meaningless to most persons, so a few general remarks will be made in closing the discussion of low visibility as viewed from above in spring, summer and fall. A black craft is of much lower visibility than a white one. White should not be used. The paints should be very dark shades. The hues are approximately the same for the earth areas as seen at the earth’s surface. Inland waters are a dirty blue-green or bluish-green, and deep ocean water is a greenish-blue when viewed vertically, or nearly so. Mean hues of these were determined approximately. Before considering other aspects of camouflage it is well to consider such features as haze, clouds and sky. There appear to be two kinds of haze which the writer will arbitrarily call earth and high haze, respectively. The former consists chiefly of dust and smoke and usually extends to an altitude of about one mile, although it occasionally extends much higher. Its upper limit is very distinct, as seen by the “false” horizon. This horizon is used more by the pilot when flying at certain altitudes than the true horizon. At the top of this haze cumulus clouds are commonly seen to be poking out like nearly submerged icebergs. The upper haze appears somewhat whiter in color and appears to extend sometimes to altitudes of several or even many miles. The fact that the “earth” haze may be seen to end usually at about 5000 to 6000 feet and the upper haze to persist even beyond 20,000 feet has led the author to apply different names for convenience. The upper limit of the “earth” haze is determined by the height of diurnal atmospheric convection. Haze aids in lowering the visibility of airplanes by providing a luminous veil, but it also operates at some altitudes to increase the brightness of the sky, which is the background in this case. [Pg 241] The sky generally decreases considerably in brightness as the observer ascends. The brightness of the sky is due to scattered light, that is, to light being reflected by particles of dust, smoke, thinly diffused clouds, etc. By making a series of measurements of the brightness of the zenith sky for various altitudes, the altitude where the earth haze ends is usually plainly distinguishable. Many observations of this character were accumulated. In some extreme cases the sky was found to be only one-tenth as bright when observed at high altitudes of 15,000 to 20,000 feet as seen from the earth’s surface. This accounts partly for the decrease in the visibility of an airplane as it ascends. At 20,000 feet the sky was found to contribute as little as 4 per cent of the total light on a horizontal plane and the extreme harshness of the lighting is very noticeable when the upper sky is cloudless and clear. Doubtless, it has been commonly noted that airplanes are generally very dark objects as viewed from below against the sky. Even when painted white they are usually much darker than the sky. As they ascend the sky above them becomes darker, although to the observer on the ground the sky remains constant in brightness. However, in ascending, the airplane is leaving below it more and more luminous haze which acts as a veil in aiding to screen it until, when it reaches a high altitude, the combination of dark sky behind it and luminous haze between it and the observer on the ground, it becomes of much lower visibility. Another factor which contributes somewhat is its diminishing size as viewed from a fixed position at the earth. The minimum perceptible contrast becomes larger as the size of the contrasting patch diminishes. [Pg 242] Inasmuch as there is not enough light reflected upward from the earth to illuminate the lower side of an opaque surface sufficiently to make it as bright as the sky ordinarily, excepting at very high altitudes for very clear skies, it is necessary, in order to attain low visibility for airplanes as viewed from below, to supply some additional illumination to the lower surfaces. Computations have shown that artificial lighting is impracticable, but measurements on undoped airplane fabrics indicate that on sunny days a sufficient brightness can be obtained from direct sunlight diffused by the fabric to increase the brightness to the order of magnitude of the brightness of the sky. On overcast days an airplane will nearly always appear very much darker than the sky. That is, the brightness of the lower sides can in no other manner be made equal to that of the sky. However, low visibility can be obtained on sunny days which is an advantage over high visibility at all times, as is the case with airplanes now in use. Many observations and computations of these and other factors have been made, so that it is possible to predict results. Transparent media have obvious advantages, but no satisfactory ones are available at present. Having considered low visibility of aircraft as viewed from above and from below, respectively, it is of interest to discuss briefly the possibility of attaining both of these simultaneously with a given airplane. Frankly, it is not practicable to do this. An airplane to be of low visibility against the earth background must be painted or dyed very dark shades of appropriate color and pattern. This renders it almost opaque and it will be a very dark object when viewed against the sky. If the lower surfaces of the airplane are painted as white as possible the airplane still remains a dark object against the blue sky and a very dark object against an overcast sky, except at high altitudes. In the latter cases the contrast is not as great as already explained. A practicable method of decreasing the visibility of airplanes at present as viewed from below is to increase the brightness by the diffuse transmission of direct sun-light on clear days. On overcast days clouds and haze must be depended upon to screen the craft. [Pg 243] In considering these aspects it is well to recall that the two sources of light are the sun and the sky. Assuming the sun to contribute 80 per cent of the total light which reaches the upper side of an opaque horizontal diffusing surface at midday at the earth and assuming the sky to be cloudless and uniform in brightness, then the brightness of the horizontal upper surface will equal 5 RB, where R is the reflection-factor of the surface and B is the brightness (different in the two cases) of the sky. On a uniformly overcast day the brightness of the surface would be equal to RB. Now assuming Re to be the mean reflection-factor of the earth, then the lower side of a horizontal opaque surface suspended in the air would receive light in proportion to ReB. If this lower surface were a perfect mirror or a perfectly reflecting and diffusing surface its brightness would equal 5 ReB on the sunny day and ReB on the overcast day where B is the value (different in the two cases) of the brightness of the uniform sky. The surface can never be a perfect reflector, so on an overcast day its brightness will be a fraction (RRe) of the brightness B of the uniform sky. Inasmuch as Re is a very small value it is seen that low visibility of airplanes as viewed from below generally cannot be attained on an overcast day. It can be approached on a sunny day and even realized by adopting the expedient already mentioned. Further computations are to be found elsewhere. [Pg 244] [12] Seasonable changes present no difficulties, for from a practical standpoint only summer and winter need be generally considered. If the earth is covered with snow an airplane covered completely with white or gray paint would be fairly satisfactory as viewed from above, and if a certain shade of a blue tint be applied to the lower surfaces, low visibility as viewed from below would result. The white paint would possess a reflection-factor about equal to that of snow, thus providing low visibility from above. Inasmuch as the reflection-factor of snow is very high, the white lower sides of an airplane would receive a great deal more light in winter than they would in summer. Obviously, a blue tint is necessary for low visibility against the sky, but color has not been primarily considered in the preceding paragraphs because the chief difficulty in achieving low visibility from below lies in obtaining brightness of the proper order of magnitude. In winter the barren ground would be approximately of the same color and reflection-factor as in summer, so it would not be difficult to take this into consideration. [Pg 245] Seaplanes whose backgrounds generally consist of water would be painted of the color and brightness of water with perhaps a slight mottling. The color would generally be a very dark shade, approximating blue-green in hue. Aircraft for night use would be treated in the same manner as aircraft for day use, if the moonlight is to be considered a dominant factor. This is one of the cases where the judgment must be based on actual experience. It appears that the great enemy of night raiders is the searchlight. If this is true the obvious expedient is to paint the craft a dull jet black. Experiments indicate that it is more difficult to pick up a black craft than a gray or white one and also it is more difficult to hold it in the beam of the searchlight. This can be readily proved by the use of black, gray, and white cards in the beam of an automobile head-light. The white card can be seen in the outskirts of the beam where the gray or black cannot be seen, and the gray can be picked up where the black one is invisible. The science of vision accounts for this as it does for many other questions which arise in the consideration of camouflage or low visibility. Some attempts have been made to apply the principle of confusibility to airplanes as finally developed for vessels to circumvent the submarine, but the folly of this appears to be evident. Air battles are conducted at terrific speeds and with skillful maneuvering. Triggers are pulled without computations and the whole activity is almost lightning-like. To expect to confuse an opponent as to the course and position of the airplane is folly. [Pg 246] The camouflage of observation balloons has not been developed, though experiments were being considered in this direction as the war closed. Inasmuch as they are low-altitude crafts it appears that they would be best camouflaged for the earth as a background. Their enemies pounce down upon them from the sky so that low visibility from above seems to be the better choice. In the foregoing it has been aimed to give the reader the general underlying principles of camouflage and low visibility, but at best this is only a résumé. In the following references will be found more extensive discussions of various phases of the subject. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Matthew Luckiesh (2011). Visual Illusions: Their Causes, Characteristics and Applications. Urbana, Illinois: Project Gutenberg. Retrieved October 2022 https://www.gutenberg.org/cache/epub/36297/pg36297-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at www.gutenberg.org , located at https://www.gutenberg.org/policy/license.html.