Following World War Two, the RCAF looked for a distinctive method of marking its diminishing fleet of aircraft to replace the RAF system. Concurrent to that search, came the introduction of the new International Civil Aviation Organization (ICAO) system of assigning a series of letters to users, including each air arm of a given country.

Starting on 9 May 1947, a five-letter registration was assigned to each aircraft in RCAF service. The RCAF was assigned the letters VC, the Royal Canadian Navy VG and Canadian civil aircraft CF. The third and fourth letters combined were to designate a unit, followed by the fifth letter was used as an individual aircraft code. 

Effective 1 June 1947, fuselage markings were to consist of the last three letters of the VC code, with a roundel separating the last letter, reading left-to-right on both sides of the airframe. Roundels were to be applied to both upper wings and the fuselage sides. The full VC code was to be applied on the under wing surface with VC under the starboard wing and the remaining three letters under the port wing. The last three letters were also carried on the upper wing surfaces, inboard of the roundels, with the two letter unit identifier on the upper port wing and the last letter on the upper starboard wing. Spacing details varied, depending on the wing shape, number of engines and drop tank configuration.

Tail markings generally consisted of the full serial number centered above the tri-colored fin-flash, with the red portion always leading in the direction of flight. 

This system worked well in theory, however it became a major refinishing problem during transfers of aircraft between units. The third and fourth letters would have to be removed and the two-letter identifier of the new unit applied above and below the port wing and on both fuselage sides. It would also, most likely, result in the removal and re-application of the fifth letter, to fit the aircraft into the new unit's sequence. This usually resulted in the re-application of each fuselage roundel as the roundel position was not symmetrical due to the fuselage string reading left-to-right on each side. 

On 19 November 1951, Canada dropped the entire ICAO system. Interestingly, the RCAF were about the only Air Force that was abiding by the ICAO regulations, which in fact, were not compulsory.

VC Era Key Dates

As early as September 1948, it became evident that the ICAO system was not satisfactory for the RCAF, especially within Air Transport Command. A list of new two-letter unit codes was issued on November 19, 1951, effectively ending the VC system. 

Fuselage marking features for this period included the retention of a two-letter unit identifier, a roundel and then, as a new feature, the last-three digits of the aircraft serial number. These were in sequence, reading left-to-right, regardless of which side of the aircraft was viewed. The same non-symmetrical roundel position continued because of the retention of the reading left-to-right sequence. As in the earlier VC Era, all three components on the fuselage, including the roundel position could change when the aircraft was transferred between units as the unit letters changed in width. The only exception to this rule was the Chipmunk. The datum point picked had the roundel centered, with letters and numbers moving outwards using whatever space was required.

A standard full red letter, black shadow, fully spelt "ROYAL CANADIAN AIR FORCE" title was used on larger aircraft. Tail markings continued as before - the aircraft serial number centered above the fin-flash. In Europe, the Canadian Red Ensign was introduced in place of the fin-flash around mid 1955, in both left-hand and right-hand versions. The serial was moved to below the ensign, though many examples exist with the serial maintained above during the conversion period.

Air Transport Command continued the policy of not carrying unit identifiers and the large last-three of the serial on the fuselage. To clarify the issue, the Chief of the Air Staff issued a letter on 18 December 1956 to this effect. This letter lists the Boxcar, Comet, Dakota, Expeditor and North Star. The feature was still noted on many transports. The Bristol Freighter carried unit codes and last-three of serial on the fuselage, but also carried improvised full red titles while in aluminum (unpainted) and camouflaged finishes. What made the type an exception was, although a transport, they were assigned to 1 Air Division, thus not part of Air Transport Command. The same markings also existed for the camouflaged Dakota assigned to 1 Air Division in Europe.

The under wing surface markings were noted in two variations and were not finalized when fuselage markings were set in late 1951. The standard was to have a roundel on each outboard wing surface, without crossing any applicable search marking. This changed following correspondence dated 14 January 1952 which noted "... there was no need for any markings on operational aircraft other than roundels on both upper and lower surfaces." It was also thought to leave the full aircraft identification (i.e., a squadron code and last-three of the serial) on the under surfaces of Training Command aircraft, to act as a deterrent to any student possessing the idea of carrying out unauthorized low flying. One idea was to paint all Harvard aircraft, in this method, to eliminate the changing of markings when an aircraft was transferred between commands. 

The following policy came in effect on 18 February 1952.

1. All RCAF aircraft to have roundels on upper and lower surfaces of main planes.

2. In addition to (a) the under surface of the main planes of the following types of aircraft are to be marked with the unit Identifier and the last three figures of the aircraft registration number;

   1. Chipmunk

   2. Harvard

   3. Mitchell l 

   4. Expeditor

   5. T-33 - with the exception of those earmarked for overseas squadrons.

Thus, aircraft listed within the above definition would have the two-letter unit identifier, roundel and last three digits of the aircraft serial, applied to under surface of each wing. The port wing application would face the direction of flight, the starboard wing toward the rear. In addition to the above trainers, the Neptune fleet was also noted with unit codes and last three under each wing. There were many variations to this standard. The Anson, which served until September 1954, was not included in the above list and maintained the VC Era markings. 

AB+3 Era Key Dates

On 10 January 1958, an aide to the Chief of the Air Staff was asked about the feasibility of putting the "RCAF" abbreviation on smaller aircraft not carrying the full shadow titles. This was in response to the suggestion from several sources that markings should be clearer. It was also noted that the RCN aircraft carried a large "NAVY" on assigned aircraft and the USAF used "U.S. AIR FORCE" on the side of its aircraft (not to mention "USAF" on wing surfaces). The idea was to replace the two-letter unit code with the abbreviation "RCAF".  Approval of the this new marking scheme by the Air Council took place on 30 July 1958. The new standard fuselage marking string was: "RCAF", roundel and last-three of serial on the port side and the inverse on the starboard fuselage. Transport aircraft maintained the basic fuselage markings of the previous era, though refined with use of the ensign, full shadow titles, flash, white tops for the fuselage and continued omission of the large last-three of serial on the fuselage. The common feature that identifies aircraft painted in this era was the abbreviation "RCAF" under the starboard wing and last-three of serial under the port replacing the roundels.

Depending on spacing requirements, as in the previous era, there were two methods of fuselage markings. The division was with the size and spacing available on the aircraft for the application of full shadow titles on the fuselage. The process to redraw all types, either way, took 15 months to complete with a change to smaller aircraft halfway through.

For aircraft not fitting the full shadow titles, the abbreviation "RCAF" was to replace the two-letter unit identifier. Thus, the fuselage marking string read, "RCAF", roundel and last-three of serial on the port side, with the same on the starboard fuselage side. The letters "RCAF" took more horizontal space than any last-three of any serial. Thus the spacing for both the letters "RCAF" and longest length possible for the last-three of the serial, i.e., "444" was considered when drawings were prepared. This system had the added bonus of not requiring repainting on transfers between units.

Halfway through the new drawing process in April 1959, a policy change was made for non full shadow titled aircraft to amend the starboard string to read last-three of serial, roundel and "RCAF". The new standard for all, non full shadow title aircraft was to have the "RCAF" forward of the roundel in the direction of flight on both sides. Six types: the Albatross (early non-white top), Canuck, Harvard, Neptune (overall blue scheme) Sabre (both camouflage and aluminum (unpainted)) and Silver Star (natural metal), had already been drawn with the starboard side marking string as "RCAF", roundel and last-three of serial. A change was ordered for the starboard side and the six types were revised to follow the standard convention of placing serials aft of the roundel. Photographs exist of Neptune, Sabre and Silver Star with the reversed earlier "incorrect" starboard sequence. This took some time to accomplish, with all six types revised by September 1959. The Albatross fleet was delivered with the correct sequence starting in August 1959. Usage of the incorrect marking string by the Canuck and Harvard remains unproven. Non full shadow titled types Canso and Chipmunk, were drawn "correctly" after the change in policy.

These changes took considerable time to apply to airframes. The confusion period from 20 February 1958 through the "corrective" period, in 1959, may account why so many starboard side photographs of these types exist with the roundel and last-three to the right only, compared to photos of the port side with the string, roundel and last-three of serial. This could be either a case of the aircraft being between unit assignment, or during the conversion period of mid 1958 through mid 1959.

Tail markings continued with the left and right-hand red Ensigns on aircraft based in Europe while those based in Canada followed with trainers last. Serials were maintained centered below the Ensign.

The larger transport aircraft types continued, or were introduced with, the full red colored black shadow spelling of "ROYAL CANADIAN AIR FORCE" on the fuselage. Thus, there was no need for the "RCAF" abbreviation on the fuselage of these aircraft. The same exemption of the large last-three of serial from the fuselage from the previous era was supposed to continue. Other non-transport aircraft carried the full shadow titles but did also carry the large last-three of the serial on the fuselage.

The full shadow title markings were applied to the Albatross (after the November 1960 revision) Argus, Comet, Dakota, H-21/44, H-34, Lancaster, Mitchell, Neptune (1960 grey and white scheme), North Star and C-5. Aircraft types introduced after the starting date with these features included the Caribou, Cosmopolitan, Hercules, Labrador, Voodoo (after the April 1968 revision) and Yukon. 

The common feature of the RCAF+3 era, were the markings applied to wings. On all types, each upper wing surface was to have a roundel, outboard, but not overlapping any applicable search markings. The under wing surfaces changed from the previous era, with the last-three digits of the serial applied under the port wing and the abbreviation "RCAF" under the starboard wing. All were to face the direction of flight - forward.

RCAF+3 Era Key Dates

With the arrival of the new Canadian flag in place of the Red Ensign, the fourth era of RCAF markings had begun. New drawings were done for all types with a few specialized exceptions. It was with this era that drawings had the content split between finish and markings. - the binary drawings. A scheme could only be completed with two (and sometimes three) drawings.

Marking placement remained as per the RCAF+3 Era. Changes on new drawings were generally restricted to two areas, the flag/roundel design and the replacement of the troublesome fluorescent anti-collision markings.

The removal of the Red Ensign and the Silver Maple roundel from all RCAF aircraft was distinct and in the rush to achieve a new look, shortcuts were taken. The supply of new flags was not a problem, but roundels were another matter. The insertion of a smaller leaf cut from the flag decals, or applied from stencils resulted in a variety of roundel appearances. The new roundel was to have a wider blue band plus new standard colours were used. The end result was a lengthy transition period of inconsistent markings, not only between different aircraft types, but between like aircraft. This appeared to have been solved with the introduction of the newly drawn revision E of the New-leaf roundel drawing 51849 in May 1967. Furthermore, this further widened the blue band while also increasing the size of the leaf within. This continued as the standard post unification. 

New-leaf Era Key Dates

SAR bands and titles, also adopted the Orange colour in place of fluorescent. Placement of markings generally remained constant from the previous era.

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