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British
Aircraft Numbering System
1912 to Present
By
Steve Murray
In 1912 the British Committee of Imperial Defence had formed a permanent
body known as the Air Committee to deal with all matters relating to Military
Aviation. In mid 1912 they had decided to adopt a standard marking and
identification numbering system for all British Military Aeroplanes. In the
early days Aircraft were usually only Identified by their manufacturers name,and
the engine horsepower, or if it was a tractor or pusher type. The only serial
numbers used were the manufacturers own construction numbers, and these were
usually not consecutive, as aircraft were delivered to many individuals or
governments.
The first system used was quite straightforward, just a simple numerical
list, but the Army and Navy were allotted "Blocks" of numbers for each
service, The navy being the senior service having the first allocation as
follows:
1 to 200
The Royal Navy
These numbers were applied retrospectively to Aircraft already in
service from November 1912, the Naval wing having 16 aircraft on charge at that
time. The number system was then applied in sequence to aircraft as and when
ordered, but they were not necessarily delivered in sequence.
201 to 800
Army Aircraft
The Army used these numbers in blocks as follows:
201 to 300
Aircraft taken on charge at Farnborough
301
to 400
Aircraft orders resulting from the 1912 Military trials (but eventually
used for normal aircraft orders.
401 to 500
Aircraft taken on charge by the central flying school
501 to 600
Aircraft of French design taken on charge
601 to 800
originally for prototypes, but used later for normal orders
801 to 1600
Second Naval allocation
1 to 200 was used by mid 1914, so the Navy were given a second
allocation. Impressed aircraft appeared in the list at 881 marking the start of
WW1. Aircraft numbers from 1267 on are from orders placed in 1915.
1601 to 3000
The second Army allocation authorised November 1914
3001 to 4000
The third Naval allocation in 1915
4001 to 8000
The Army's third Allocation
8001 to 10000
The fourth Naval allocation in 1916. All these numbers had been used up by the
end of the year, which gives some idea of the extent of orders placed for the
intensifying conflict.
When the Numbering series reached 10000 in 1916, it was not considered
practical to paint five figure numbers onto aircraft. So a new system was
introduced with the number prefixed by a letter, and this was the start of the
number sequence that is still basically being used today. To differentiate
between aircraft ordered by the RNAS and the RFC , all army orders began with
the Prefix "A" and the Navy orders prefix "N". (To make this
guide easier and logical to understand, The Naval allocation will appear in
alphabetical and not chronological order.)
A1 to A9999
RFC orders in 1916
B1 to B9999
Followed on from "A" series in late 1916
C1 to C9999
Followed on from "B" series into 1917. Included largest order to date
for 850 RE8 Aircraft. All numbers taken up by August 1917.
D1 to D9999
The final RFC number allocations used for orders placed late 1917 early1918.
E1 to E9999
Used early to mid 1918. When the RFC and RNAS merged on the 1st April
1918, allocations were up to E1600.
F1 to F9999
The first RAF allocation, late 1918 not all numbers appeared as they had been
allocated for orders that were cancelled after the Armistice in November 1918.
"G"
"XG" "AB" "AG" Series
(Captured Enemy Aircraft and Airframes)
"G" did not follow "F" for two reasons. Firstly it
could be confused in the air with the letter "C" and the second reason
is that it was used in a special series used from 1917 to number German aircraft
captured on the western front. These were not usually painted on Captured
aircraft but were normally used on documents for intelligence as a reference
number appertaining to a captured airframe.
XG
After the "G" series had started it was realised that enemy aircraft
captured earlier in the war had not been recorded. These were then listed using
an extra "G" prefix or as used "XG".
AB
This series was used for German aircraft and wrecks forced down over the UK in
the air raids of 1917.
AG
Used for aircraft captured by the RFC in the Italian theatre, and listed
German and Austro Hungarian types used in this area.
G/HQ and G/ Bde
The "G" series was discontinued after March 1918. And replaced with
numbers allocated by the RAF Brigades in the field or General headquarters.
H1 to H9999
Continued from "F", Consists largely of cancelled orders at the end of
the war.
"I" not used as could be confused with the number
"1"
J1 to J6576
Started October 1918, only a few aircraft had "J" numbers most being
cancelled. The serial prefix
"JR" was also seen the "R" denoting a rebuilt aircraft.
J6577 to J9999
The first peacetime orders For the RAF. This is reflected in the speed of
allocations. J1 to J6848 were allocated to aircraft in a space of two months,
the rest of the "J" series ran from 1919 to 1928, when J9999 was
finally used.
K1000 to K9999
For the first time a series of numbers did not start at the number 1. And also
for the first time an order for aircraft continued on from one series to
another. (Atlases J9951 to J9999, and K1000 to K1037). This series was used for
orders placed between August 1929 to July 1936.
L1000 to L9999
Continued from the "K" series. After L7272 "Blackout
blocks" were introduced for security reasons, these were blocks of numbers
not used to brake up the numerical sequence. This series used over the time of
the Munich crisis and the start of WW2.
"M"
series
The letter "M" was not used as a prefix letter as it was
already used as a suffix letter as a ground instructional airframe number.
When an aircraft was taken out of service to be used for instruction,
for instance at a technical school, its number was cancelled and it was
renumbered in the "M" series.
For example:
K3100 was a Hawker Audax and was renumbered 748M, the number being
repainted on the airframe.
This series is still in use today, numbers in the 8000M series being
used currently.
"N"
Series Numbers
The "N" series, is the only series that appeared out of
alphabetical order, being allocated to the RNAS 1n 1916, at the same time as the
"A" series was allocated to the RFC. The Navy did not use the numbers
in sequence, but allocated them in blocks for different types of aircraft. The
series continued after the formation of the RAF in 1918 and was used until 1930
for aircraft ordered for employment in Coastal or Fleet duties.
The blocks used are as follows:
N1 to N999
Experimental aircraft. This block was then sub divided as follows:
N1 to N499
Experimental seaplanes. The system was not used after N255
N500 to N999
Only 47 numbers used. Then series discontinued.
N1000 to N2999
Production Seaplanes.
N3000 to N3999
French aircraft types. Not used after N3299.
N4000 to N4999
Large flying boats.
N5000 to N8999
Naval Aeroplanes (landplanes). After N8229 seaplanes began to be included.
N9000 to N9999
Second seaplane allocation. After
1919 all production marine aircraft were placed in this sequence, the last
allocation being in the mid 1920's N9450 was the first order after WW1 (Fairey
111F). This series ended in 1926.
(SECOND SERIES
N1000 to N9999)
This series was used again following on from the "L" series
from 1937. It had blackout blocks incorporated from the Beginning.
"O" not used as it could be confused with Zero.
P1000 to P9999
Followed on from "N" series.
"Q" not used for same reasons as "O"
R1000 to R9999
Followed "P" The first WW2 orders appeared in this series.
S1000 to S1865
Seaplanes
Followed on from the "N" series as at the time (1926) it was
unlikely that R1000 would be reached for a long time, and "S" stood
for 'Sea'.
T1000 to T9999
Followed "R" as
"S" was already (only up to S1865) used.
"U" not used as it could be confused with "V" in
written records.
V1000 to V9999
Used on orders late 1939 to early 1940. contained large blackout blocks. Last
"V" serialled aircraft delivered in 1942.
W1000 to W9999
Used from April 1940. Series contained a large number of
civilian aircraft impressed into service.
X1 to X25
In 1917 it was only possible to
construct an aircraft with an official licence, so preventing the use of
strategic materials. So if an aircraft company wanted to construct a private
venture aircraft i.e. one not given an official requirement, they could apply
for an official licence. They were
numbered in this sequence.
X1000 to X9999
Followed on from "W" in 1940.
"Y" not used as it could possibly be confused with
"V".
Z1000 to Z9999
Followed on from "X"
New
Series with Double Letters |
When Z9999 was allocated in 1940 the Ministry of Aircraft production had
two options, to start the series again at A1000 or to use a new system.
It was decided to use a system with two letters, and to keep the maximum
of five figures in the serial, the numbers were allocated from 100 to 999. it
started at "AA" but some letters were not used. These will be detailed
as we go through the series:
AA100 to AE479
AC not used as could be confused with AG
Unlike WW1, captured aircraft did not use a special series, but were
numbered in the normal sequence. The first captured aircraft appeared in this
Range.
AE485 to AP384
Used by the British purchasing mission in the USA. As the USA was Neutral at
this time with a full German embassy operating, it was considered a waste of
time to include blackout blocks as security could not be enforced.
AI and AO were not used as they could be confused with Numbers.
AP387 to AZ999
Series contained apart from normal orders, Impressed Aircraft, and Aircraft that
had 'escaped' from countries overrun by the Germans, captured aircraft and
French and Belgian orders diverted to the RAF.
AQ, AU and AY letters not used.
BA100 to BZ999
Followed on from "AZ". Gliders appear on the allocation for the first
time.
DA100 to DZ999
When lend lease began the direct purchase of aircraft from the USA was stopped.
DA100 to DD599 not used for this reason.
DH not used as it could be confused with De Havilland.
EB100 to EZ999
"EA" not used as could be confused with 'Enemy Aircraft'.
ET100 began large block for lend lease Aircraft
FA100 to HD776
"FA" to "FZ" used solely for lend lease aircraft
GA100 toGZ999 not used
"HA" not used, confusion with 'Hostile Aircraft'
HD804 to JR999
Used at the same time as the ET100 block, for UK
built aircraft.
IA100 to IZ999 not used.
JE JH AND JJ not used.
JS100 to KV300
Used on lend lease aircraft. KA100 to KB999 allocated for Canadian built
Aircraft.
KV301 to PZ999
UK production. NZ not used as this system was used by the RNZAF for their
aircraft.
This series was all used in February 1942!
RA100 to VN999
Continued from "PZ" series. SA to SK allocated to lend lease but not
used. Series contains many 1945 captured aircraft.
Series deliveries continued into peacetime after 1945.
VP100 to present
Peacetime orders after WW2
Contains US aircraft supplied under MADP and Civilian aircraft allocated temporary serials for trooping flights.
Latest serials noted are in the ZJ
series Used on the New Merlin Helicopters for the Royal Navy .
Text & Images Copyright ©
2000 by Steve Murray
Page Created 18 October, 2000
Last Updated 18 May, 2001
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