Early aircraft prototype serial numbers
Going back to the original question. Weren't there 'black out blocks' where batches of serial numbers were jumped, to confuse the opposition as to how many aircraft had been ordered?
I think this was done mainly before WW2, although it carried on into the Cold War. Serial blocks also seem to be flexible these days too. Have a look at Crecy's "Military Aircraft Markings " (Spotters Bible!") to see what I mean.
I think this was done mainly before WW2, although it carried on into the Cold War. Serial blocks also seem to be flexible these days too. Have a look at Crecy's "Military Aircraft Markings " (Spotters Bible!") to see what I mean.
Gnome de PPRuNe
Join Date: Jan 2002
Location: Too close to Croydon for comfort
Age: 60
Posts: 12,635
Received 300 Likes
on
168 Posts
All the ones I saw at Bembridge a couple of times in the late '70s had full G-regs, didn't get around the assembly line! Hatfield was early '80s open days, 146 production was gearing up. Did foreign Hawks/Harriers ever wear them? Dunsfold examples all carried their service serials on the prod line (used to blag into Families Day - went more officially about thirty years ago), saw the odd Hawk do an ILS approach and go around at Gatwick but no idea if they were pre-delivery RAF or export aircraft.
The set numbers for 748's were separate from the construction numbers - individual aircraft had both. I think the set number was related to their position on the production line.
Many of the 50 Series export Hawks were flown under B conditions (as I believe were Hunters), however, any weapons trials on these saw them allocated a UK military serial. At this time G-HAWK (and G-VTOL) were operated by the company on trials and demonstration flights, but the CAA became increasingly unhappy with civil aircraft operating with ejection seats and ERUs, which led to the introduction of Def Stan 05-122 - COMA, Civil Owned Military Aircraft. Both these jets then transferred to the UK military register.
By that stage, control of Hawk had moved to Brough and we were allocated military registrations for all export aircraft (after the application and approval of the necessary paperwork). Within those we did manage some personalised registrations, eg ZJ951 (first Adour 951 engined aircraft).
By that stage, control of Hawk had moved to Brough and we were allocated military registrations for all export aircraft (after the application and approval of the necessary paperwork). Within those we did manage some personalised registrations, eg ZJ951 (first Adour 951 engined aircraft).
The following 2 users liked this post by CAEBr:
Though some Avro military types, the Vulcan B.2 for example, had no manufacturer's serial number, only a set number.
Adding to CAEBr's answer, the last Hawk export batch to use G-9-nnn registrations were the Mk.64s for Kuwait, G-9-531 to '542, c.1986. As far as I know there was only one allocation higher than that: G-9-543 was worn by Hawk T.1 XX167 borrowed back from the RAF for some demonstration or training flights in 1984. The first Indian Sea Harrier FRS.51 used G-9-478 for its initial flying and appeared as such at the 1982 Farnborough show.
The following users liked this post:
Gnome de PPRuNe
Join Date: Jan 2002
Location: Too close to Croydon for comfort
Age: 60
Posts: 12,635
Received 300 Likes
on
168 Posts
The following 2 users liked this post by ATSA1:
The following users liked this post:
Join Date: Sep 2022
Location: Southampton
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
When letter prefixes were introduced, the 'N' block was reserved for naval aircraft, unsurprisingly. When N ran out, they moved to S for reasons that aren't entirely clear - Senior Service perhaps?
Hopefully there will be a Naval Air History expert along soon to explain why.
After 1926 they went to Sxxxx, S standing for Sea. The R series was already in use, so S was both fortuitous and the next available.
More details are available at
British Serial Numbers from 1912 to the Present by Steve Murray
The letter prefixes were introduced in 1916, with the Axxxx batch allocated to RFC aircraft, and Nxxxx allocated for RNAS aircraft. It continued to be used after the RAF was formed, for Coastal/Fleet types.
After 1926 they went to Sxxxx, S standing for Sea. The R series was already in use, so S was both fortuitous and the next available.
After 1926 they went to Sxxxx, S standing for Sea. The R series was already in use, so S was both fortuitous and the next available.
There was of course a second N series (following on from L) with no specific naval connections.
