Aircraft Registration Prefixes
Discussion
Some of the prefixes go back to the 1920s so may have meant more sense then.
Holland used to be "H" - but was changed to "PH".
Back then too, many European countries had far flung colonies, so the international registrations sometimes reflected colonial status.
The UK wasn't just a simple "G". Initially it was "G-E..." for heavier than air and "G-F..." for lighter than air, Canada was "G-C..." and Australia was "G-AU..".
These were later changed when Australia and Canada got their own letters allocated, VH for Australia and CF for Canada. Canada only switched to C in the 1970s.
Holland used to be "H" - but was changed to "PH".
Back then too, many European countries had far flung colonies, so the international registrations sometimes reflected colonial status.
The UK wasn't just a simple "G". Initially it was "G-E..." for heavier than air and "G-F..." for lighter than air, Canada was "G-C..." and Australia was "G-AU..".
These were later changed when Australia and Canada got their own letters allocated, VH for Australia and CF for Canada. Canada only switched to C in the 1970s.
Yes - many former British colonies had a V type prefix. That's why Australia is VH. The Bahamas was VP - because I remember logging two rather battered and tired Boeing 707s at Dublin AIrport in 1974, VP-BDG and VP-BDF.
Despite what it says on the roof, this aircraft was owned by an airline called Bahamas World.
A couple of years later, the Bahamas were given a new prefix of C6.
Hong Kong was VR.
India is still VT.
Despite what it says on the roof, this aircraft was owned by an airline called Bahamas World.
A couple of years later, the Bahamas were given a new prefix of C6.
Hong Kong was VR.
India is still VT.
Eric Mc said:
Yes - many former British colonies had a V type prefix. That's why Australia is VH. The Bahamas was VP - because I remember logging two rather battered and tired Boeing 707s at Dublin AIrport in 1974, VP-BDG and VP-BDF.
Despite what it says on the roof, this aircraft was owned by an airline called Bahamas World.
A couple of years later, the Bahamas were given a new prefix of C6.
Hong Kong was VR.
India is still VT.
This one is unusual in that it is fitted with the additional fin under the tail, added when it was discovered that 707s fitted with British Conway engines were unsafe. Despite what it says on the roof, this aircraft was owned by an airline called Bahamas World.
A couple of years later, the Bahamas were given a new prefix of C6.
Hong Kong was VR.
India is still VT.
Different Boeing 707s had different types of ventral fins. Indeed, most had none at all.
It was realised very early on in the 707's service life that it was longitudinally unstable. The first solution was to extend the height of the tailfin. When BOAC ordered a Rolls Royce powered version of the 707, the old UK Air Registration Board (ARB - now the CAA) insisted that fin area be increased before the 707 could be given a UK operating licence. The solution was the large ventral fin which was then offered for other versions of the 707, especially short fuselage variants. There was also a smaller ventral fin option -
Later 707s dispensed with the ventral fin completely.
VP-BDF was fitted with Pratt and Whitney JT3 turbojets.
It was realised very early on in the 707's service life that it was longitudinally unstable. The first solution was to extend the height of the tailfin. When BOAC ordered a Rolls Royce powered version of the 707, the old UK Air Registration Board (ARB - now the CAA) insisted that fin area be increased before the 707 could be given a UK operating licence. The solution was the large ventral fin which was then offered for other versions of the 707, especially short fuselage variants. There was also a smaller ventral fin option -
Later 707s dispensed with the ventral fin completely.
VP-BDF was fitted with Pratt and Whitney JT3 turbojets.
Up until 1972, the U.K. registry was still issuing registrations in the G-A... block. In 1972 they finally got to G-AZZZ ( which I think was a hot air balloon). The first of the G-B... block was G-BAAA which was a Lockheed Tristar of Court Line.
These days they are working through the G-C... sequence.
However, since the mid 1970s, the CAA has allowed personalised registrations so that has slowed the expansion of the in-sequence range. The only restrictions on out of sequence registrations is that the registration has to fit into the G-.... style and not be a repeat of a registration issued previously - and not be rude or offensive.
These days they are working through the G-C... sequence.
However, since the mid 1970s, the CAA has allowed personalised registrations so that has slowed the expansion of the in-sequence range. The only restrictions on out of sequence registrations is that the registration has to fit into the G-.... style and not be a repeat of a registration issued previously - and not be rude or offensive.
What I find hard to understand about the British prefix G-.... is that the four following letters can only be applied to one airframe - even if the airframe is lost, written off or permanently withdrawn from use, the registration cannot be reused on another airframe. Whereas is Germany D-.... and N.... North America amongst other prefixes are transferable to other airframes..
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