BRITISH CIVIL AIRCRAFT MARKINGS
BRITISH CIVIL AIRCRAFT MARKINGS
This is just a short introduction but I hope it might present an introduction to what might appear to be rather confusing picture. There have been some general rules applied, but, as is so often the case in life, rules were invented so that they can be broken!
Note: For much of this information I have to thank John Appleton who produced the immensely useful – “The Civil Aircraft Registers of Great Britain, 1919 – 1985.”
PRIOR TO WORLD WAR ONE
There was no official system in place for aircraft to carry identification markings. However, many pictures exist of early aircraft in the UK having a number affixed. As a general rule these numbers were used for ease of identification during, for example, air races, exhibitions of flying with several aircraft participating.
DURING AND JUST AFTER WORLD WAR ONE
Very early on in this conflict, especially due to the numbers of aircraft being built, it was clear that each aircraft being used by the Royal Naval Air Service and the Royal Flying Corps should be assigned a serial number. In fact they had already started doing so by assigning numbers, but, it was clear that using numerals only could soon become confusing and unmanageable.
Some bright spark, I think yet to be identified (?), came up with a fabulous solution. Aircraft could be marked with a letter then followed by up to four numbers. For example, A1 up to A9999, B1 to B9999 and so on.
After the Armistice the first civil aircraft also used the military serial number system. Many carrying their previous military serials as some of them had seen military service. Or, as often the case, were sold off from war surplus stocks.
THE CIVIL REGISTRATION SYSTEM COMMENCES
This was from May 1919, starting from G-EAAA which was an Airco DH.9, previously C6054. This system lasted for nine years. Then, after an international agreement, all British aircraft had to start from G-AAAA. This being a de Havilland DH60G Moth. Which, survived long enough to become impressed into military service in November 1939 as X5038.
THEN THE ‘B CLASS’ MARKINGS CAME ALONG
This system commenced in 1929 whereby manufacturers could apply for a temporary registration for testing, experimental and display purposes. Am not sure this regime is still used? Think not, but if so when did it cease? The prototype de Havilland DH106 Comet 1 jet airliner was G-5-1.
OUT OF SEQUENCE REGISTRATIONS
Akin to vehicles having personalised number plates, which came about in 1989, the CAA were well ahead of the game, allowing aircraft owners to apply for an out-of-sequence registration since 1974. But, exceptions were made before that, including using previously allocated registrations. One example I have found was the DH104 Dove 6, G-ALEC, (ex G-APPD), operated by the LEC refrigerator company based at Bognor Regis. Had been assigned to a converted WW2 Halifax bomber!
AN INTERESTING ANOMOLY
I do not know exactly when this happened, or indeed when it ended. Am assuming it was very early on? At some point however, as Commonwealth countries, Canada was allocated G-C and Australia G-AU. Pretty soon to be replaced by CF-AAA and VH-AAA respectively. My guess being it was when G-E was replaced by G-A in 1928.
However, Graham Frost, a great friend of this 'Guide', points out that in the early days the main islands of the UK also had seperated registration systems. '2-' being for Guernsey and Alderney, and ZJ for Jersey. Long since dispensed with, but, the Isle of Man was allocated 'M', and as far as I am aware, this still exists.
