Airspeed AS.10, AS40 - 43, AS.46 Oxford

For a description of the format and data included in Production Tables, see here.

Contents

Type Description

• AS.10 Oxford Mk.I
• General purpose dual controlled trainer to Specification 23/36 to meet the requirements of OR.42. A low-wing twin-engine cantilever monoplane, its plywood skinned semi-monocoque fuselage featured spruce longerons and stiffeners. It was constructed in two sections, divided between the front and rear, joined together at the rear bulkhead, the forward bulkhead being deliberately reinforced so as to withstand the impact of the aircraft turning over during landing. Both the elevator and fin of the tail unit used a wooden spar and rib structure covered by fabric. The wing was a stressed-skin ply-covered structure, spars using spruce flanges and ply webs. The wings were fitted with hydraulically-operated split flaps, which extended between the ailerons. The fuselage could be partially dismantled, the wing dividing into three separate sections, so that it could be road-transported. The retractable undercarriage featured broken-braced twin oleo legs that retracted rearward into each engine nacelle.
  The Oxford was capable of reproducing the flight characteristics of many contemporary front-line aircraft then in military service. It was equipped for a range of training missions, including navigation, flying instruction, night flying, instrument flying, wireless, direction-finding, and vertical photography. Provision was made for fitting an Armstrong Whitworth gun turret, featuring a .303 in Vickers K machine gun, for gunnery training in many of aircraft.  In addition, the Oxford could also be used in various secondary roles, such as an air ambulance and maritime patrol aircraft. Normally operated by a three-man crew, the seating arrangement could be altered in order to suit various purposes, to enable a specific training role. The cockpit was fitted with dual flying controls and a pair of seats, intended to accommodate a pilot and either a navigator or second pilot alongside. When used for bomb aimer training, the second set of controls would be removed and the space was instead used to accommodate a prone bomb-aimer, with up to sixteen 11.5 lb practice bombs carried externally under the centre section. When used as a navigation trainer, the second seat was pushed back so that it would line up with the chart table. Aft of the cockpit was a wireless operator station, facing aft on the starboard side of the fuselage. Two 375 h.p. Armstrong Siddeley Cheetah X powerplants fitted with de Havilland fixed pitch wooden propellers.

• AS.10 Oxford Mk.II
• As Mk.I but equipped for navigational and flying training only. No turret fitted.

• AS.10 Oxford Mk.III
• As Mk.I with two 420 h.p. Armstrong Siddeley Cheetah XV powerplants. No gun turret fitted.

• AS.40 Oxford
• Civil variant similar to Mk.II.

• AS.41 Oxford
• Airspeed designation for a Miles Aircraft conversion to Alvis Leonides powerplants in 1947.

• AS.42 Oxford
• As Mk.I redesigned for RNZAF to Specification 39/37.

• AS.43 Oxford
• Survey version of AS.42 to Specification 40/37.

• AS.46 Oxford Mk.V
• As Mk.II with 450 h.p. Pratt and Whitney R-985 Wasp Junior powerplants and Hamilton-Standard variable-pitch propellers.

Projected Variants

• AS.10 Oxford Mk.IV
• Pilot trainer version of Mk.III.
  (This designation was also unofficially used for a Mk.I experimentally fitted with 250 h.p. D.H. Gipsy Queen IV powerplants.)

Production Tables Index

AS.10 and AS.46 Oxford - RAF
AS.10 Oxford For Export, Plus Aircraft Not Directly Exported From UK and Aircraft Supplied to US Forces
AS.10 and AS.46 Oxford Supplied Under Air Training Plans
AS.40 Oxford
AS.41 Oxford
AS.42 Oxford
AS.43 Oxford
Post War Civil Conversions

Notes

1. The disposition of mark numbers in the AS.10/AS.46 production table is the result of a thorough review of the Serial/Delivery Ledger [13] and the Contract Delivery Cards [14], along with RAF Form 78 record cards [12]. Reviewing these original documents has provided a solution to the strange 'Mk.I/II Inter' designation used by Taylor [1] and Hamlin [2]. Contract 980423/38 was for 25 advanced and 50 intermediate trainers, the designations Mk.I and Mk.II not yet being used. The contract was then changed to be for 75 "Inter", to quote the card, and finally summarised as 75 Mk.II! All this would appear to have produced the spurious 'Mk.I/II Inter' designation.
   Comparing these with the production summaries from 5 different sources for AS.10 and AS.46 Oxfords (see table below), all are in agreement with the overall production totals, except this site has two less, explained by the two aircraft destroyed before delivery which are not included in the built total here, but have been by other authors, as evidenced by their serial summaries. However, the disposition of the different marks varies considerably. Note the following that need to be taken into account when reading the following table:
   The Mk.III is excluded from the "This Site" column as it was actually converted from a Mk.I.
   The table does not include the civilian A.S.40.
   For Hamlin, the book's summary table appears to be just pulled directly from H.A. Taylor's work, but unfortunately doesn't agree with his own breakdown on the preceding pages! A summation of those pages is what has been used here when quoting Hamlin's totals, not his summary table.
   Rawlings figures omit the following: Mk.Is PH378, PH528 - PH535 (VB861-VB868) and VB869, Mk.IIs N6346, N6439 and P2045 - P2059. Since they are shown to exist, they have been added as a Rawlings (Adjusted) column to enable a more direct comparison.
   

   	This Site	Taylor [1]	Hamlin [2]	AB Registers [3]	Robertson [6]	Rawlings [7]	Rawlings (Adjusted) [7]	Air 20/1871 [23]	MAP [10]
   Total Mk.I	5950	6143	6240	6268	6124	6492	6502	5942	5840
   Total Mk.II	2432	2163	2065	2115	2238	1865	1882	2432	2546
   Total Mk.I/II Inter	0	75	75	0	0	0	0	0	0
   Total Mk.III	0	1	1	1	1	0	0	0	0
   Total Mk.V	196	198	199	196	217	196	196	190	190
   	8578	8580	8580	8580	8580	8553	8580	8564	8576

   
   Comparison is also given in the above table with two official accounts covering Oxford production.
   AIR 20/1871 - Aircraft: home and overseas monthly strength returns, March 1943 to June 1944 [11], gives total aircraft ordered, total in service, plus losses; the figures shown in the table above are those given 'as ordered' by June 1944. AIR 20/1871 does not include aircraft not ordered for the RAF, but includes production aircraft used for experimental purposes; these figures therefore omit the 11 aircraft sold to New Zealand pre-war plus the 3 to Iran, none of which were ever RAF aircraft, along with two burnt at the factory, a total of 16 aircraft, all Mk.I, and this is reflected in the total of 8,564. The six Mk.Vs attributed to Percival, LW928 - LW930, LW945 - LW946 and LW948, are given as Mk.I on the Contract Cards, but Form 78 gives them as having changed to Mk.V before delivery. AIR 20/1871 gives 190 Mk.V, therefore presumably including the six Percival Mk.V aircraft as Mk.I. Adjusting for these 16 Mk.I and 6 Mk.V would make the AIR/1871 figures agree with this sites conclusion.
   AVIA 10/311 - Air Ministry and Ministry of Aircraft Production: Statistical Review, production 1939-1945, [10] gives month by month production details, along with an overall summary for the 1939 – 1945 period. The MAP figures shown in the above comparative table are taken from the monthly details, from which four aircraft are omitted: the Mk.III prototype P1864 in November or December 1939, the Mk.V prototype AS592 in July 1941 and NM532/NM533 which were destroyed before they flew by a fire at the factory in February 1944. This is reflected in the total being 8,576. The above comment relating the the Percival built Mk.Vs also appears to apply. Adjusting for these would make the AVIA 10/311 overall figures agree with this sites conclusion, though the distribution between Mk.I and Mk.II differs significantly.
   Serials P9990 - P9999 and AP654 - AP657 have been recorded in publications as Airspeed Oxfords, but no records of the former exist in the Delivery ledger. AP654 - AP657 have almost certainly been confused with AT654 - AT657.
2. Hamlin [2] includes c/ns for most Airspeed built aircraft, but there are many inconsistencies and this author is unsure of their veracity, so has not included them here. De Havilland c/ns are from Hamlin [2]. Both Hamlin [2] and Gearing [19] give c/ns for Percival. Hamlin [2] seems to indicate Percival did not assign any c/n to the first 25 aircraft, and then gives c/ns in order of allocated serials. Gearing [19] differs. Unfortunately, the Gearing list is not 100% accurate:
   
   

   Line	C/n Batch	RAF Serials	Mark	Qty
   1	PAC.1-25	P1070 - 1094	I	25
   2	PAC.26-125	W6546-6595, 6608-6657	II	100
   3	PAC.126-225	AB639-668, 685-729, 749-773	II	100
   4	PAC.226-325	AP387-436, 451-500	II	100
   5	PAC.326-475	BM671-720, 737-785, 801-844, 871-7	II	150
   6	PAC.476-497	EB978-999	II	22
   7	PAC.498-575	ED108-157, 169-196	II	78
   8	PAC.576-655	ED197-204, 215-236, 251-300	I	80
   9	PAC.656-812	HM603-650, 666-700, 721-763, 783-813	I	157
   10	PAC.813-941	HM827-875, 889-918, 945-994	I	129
   11	PAC.942-1030	HN111-149, 163-212	I	89
   12	PAC.1031-1265	LW727-759, 772-799, 813-835, 848-879, 891-927, 948-973, 985-999, LX113-152	I	234
   13	PAC.1266-1271	LW928-930, 945-7	V	6
   14	PAC.1272-1355	NJ280-400	I	85

   
   On line 9 Gearing misses out on HM764 - 767 meaning the last c/n should be PAC.816.
   Line 10 should thus start with PAC.817 but still end with PAC.941 due to the addition of non existent Oxfords HM991 - 994 (batch ended with HM990).
   On line 12, Gearing has PAC.1031 to PAC.1265 (235 c/ns) as LW727 - LW759, LW772 - LW799, LW813 - LW835, LW848 - LW879, LW891 - LW927, LW948 - LW973, LW985 - LW999, LX113 - LX152 (234 aircraft). So, logically, the c/ns should read PAC.1031-1264. In addition, per Hamlin [2] and RAF Air Historical Branch: Serial/Delivery Ledger [13], LW947 was a Mk.V, not LW948, so we now have PAC.1031 to PAC.1264 as LW727 - LW759, LW772 - LW799, LW813 - LW835, LW848 - LW879, LW891 - LW927, LW947, LW949 - LW973, LW985 - LW999, LX113 - LX152 as Mk.I and assuming that, as Gearing, the Mk.V follow on from this c/n group, line 13 should read PAC.1265-1270 as LW928 - LW930, LW945 - LW946 and LW948.
   Finally on line 14, Gearing has PAC.1272-1355 for NJ280 - NJ322, NJ345 - NJ382, NJ397 - NJ400, which gives 84 c/ns for 85 aircraft. Making the first c/n PAC.1271 fixes this, and follows directly on from the above.
   Once again we see many inconsistencies and this author is unsure of their veracity, so has not included them here.
3. Mark Numbers were not introduced until contract B.32843/39, after which the earlier contracts were retroactively indicated as Mk.I or Mk.II. See also Notes 4 and 5.
4. The contract card for 537876/36 was amended, dates unknown, to indicate Mk.I A.T. and, as a separate amendment, to be "53 Mk.I Ad with G.T., 83 Mk.I Ad less G.T.". However, further amendments show L4634 marked as 'Last A.T.', ie last Advanced Trainer with L4635 marked as 'First I.T.', ie first Intermediate Trainer. Following this, L4659 to L4667 are marked as 'Amendment to contract - delivered as Advanced not Intermediate', which would indicate 110 Advanced Trainers and 26 Intermediate.
   Nowhere on the Contract Cards or Serial/Delivery Ledger is 'Mk.II' mentioned for this contract. Per A.M. Form 78 [13], all record cards have been retroactively indicated Mk.I
5. The contract card for 721130/37 was amended, dates unknown, to indicate '22 Advanced' and serials L9651 - L9660, L9680 - L9691. It was further amended 'From Letter VRY/1/03/21 9/3/39, 28 Ad Mk.I less G.T., 22 Ad Mk.I with G.T.'. This has been misread by other authors as representing 22 Mk.I and 28 Mk.II. No where on the Contract Cards or Serial/Delivery Ledger is 'Mk.II' mentioned for this contract. Per A.M. Form 78 [13], all record cards have been retroactively indicated Mk.I
6. Pre-war Airspeed civilian aircraft c/ns were in a continuous series, starting with Tern c/n 1 and ending with the one civilian Oxford built, c/n 83. Earlier, L4538 was retained by Airspeed and eventually received a civil registration and a c/n within Airspeeds original series. As such, it was effectively the prototype AS.40.
7. Four aircraft, L4556, L4557, L4592 and L4593 were converted to AS.42 and one aircraft, L4610, converted to AS.43 for RNZAF.
8. P8832 and P8833 were fitted out as Air Ambulances to Specification 8/40/AS to meet the requirements of OR.85.
9. Although included, this author is less clear about the conversions to Mk.V where indicated by this note.
10. Canadian Mark Numbers are per Griffin [21]. It will be noted that he gives 12 Mk.I and 13 Mk.II, whereas British records [14] clearly indicate 9 Mk.I and 16 Mk.II as being delivered to this contract.
11. An allotment of at least 10 Oxford twin-engine trainers was discussed in 1943, but it was finally decided to supply 15 ex-RAF Avro Ansons instead [8].
12. A total of 148 Oxford Mk.I and Mk.II were transferred to the USAAF in the UK and Australia, many were later returned to the RAF or RAAF. A further two, R6401, AB762 were transferred to HQ, US Fleet in Europe and V3667 to the 27th ATG, USN.
13. The British Commonwealth Air Training Plan (BCATP), known in some countries as the Empire Air Training Scheme (EATS), was a massive, joint military aircrew training program created by the United Kingdom, Canada, Australia and New Zealand, during the Second World War. Under a parallel agreement, the Joint Air Training Scheme, South Africa trained aircrew for the South African Air Force and other Allied air forces. Southern Rhodesia, as a British Crown Colony, was not a signatory of the BCATP; the Rhodesian Air Training Group (RATG) was created in January 1940 to provide the same function, being subsumed by the RAF later in the same year.
    The number of Oxfords supplied under these plans is far from conclusive. Details shown here give 2658 aircraft shipped, with 51 lost at sea and 21 DBR on arrival, leaving 2586 to enter service. All aircraft listed here are per Serial/Delivery register [13] with qualifications from [2], [12] and [21] and notes 14 through 17.
14. For RAAF Oxfords, this author has been able to review the record cards and the figures shown here are based on those. Various published sources, particularly Hamlin [2] and adf-serials [5], show additional serials attributed to the RAAF, but these can be discounted as shown :
    X6958 - this is given by the Air Britain RAF Aircraft Register [3] as crashed on ferry flight in UK, 14.9.41.
    AR179 - this is a cancelled Hurricane and not an Oxford serial; the record card states AR179 but details given would fit as being part of the record for AS179.
    AR201 - this is a cancelled Hurricane and not an Oxford serial; the record card states AR201 but presumably should be AS201.
    AR943 - this is shown as going to Rhodesia and is included here as such. This would appear to be a misreading of one of the two record cards for AR949.
    BG441 - this is shown as going to the SAAF (but see note 18). The RAAF record card for BG447 appears to have been corrected from BG441.
    BM763 - this is shown as going to Canada and is included here as such. This would appear to be a misreading of one of the two record cards for BM703.
    Doubt has also been expressed elsewhere over AS375, AS831 and AT475. The record cards for these are clear for AS375 and AT475 going to the RAAF. The RAAF card for AR831 is incorrectly marked AS831, so AS831 did go to Canada.
15. Note that the Mark Numbers given here are those as indicated on the Serial/Delivery Register [13] and Contract Cards [14]. Mark Numbers as given by Walker [4] differ somewhat:
    X6880 - X6884, X6952, X6954, X6957, X6959, X6961 - X6964, X6967, X7038, X7042, X7057, X7116 - X7122, X7124, X7137, X7140, X7141, X7143 - X7149, X7156, AP413, AP415, AP418, AP424, AP452, AP486, AP487, AP491 as Mk.I instead of Mk.II.
    Additionally:
    X6610, was intended for the SAAF, but was damaged in transit. Unloaded off the SS Bodegraven at Halifax in November 1941. Taken on strength at Clark Ruse Aircraft at Dartmouth, NS but reduced to spares10 March 1942.
    AS474 was originally destined for New Zealand. AS939 was originally destined for Australia, but damaged while being unloaded at Dartmouth, Nova Scotia, on 24 December 1941 and extensively damaged. Taken on strength by Eastern Air Command at No. 1 Port Detachment at RCAF Station Dartmouth 4 March 1942, but scrapped the next day.”
16. In May 1939, New Zealand ordered 6 AS.10 Oxfords (See Exports table), followed by a further order for 30 in August. With the advent of the Commonwealth Air Training Plan in December 1939, the order for 30 (NZ261 - NZ290) was incorporated into New Zealands initial allocation of 140 aircraft within the Plan.
17. P8860, P8862, P8866, P8892, P8902, P8904, P8907, P8908, P8909, P8912, P8915, P8916 were originally to RNZAF as NZ1256, NZ1258, NZ1262, NZ1266, NZ1276, NZ1278, NZ1281, NZ1282, NZ1283, NZ1286, NZ1289, NZ1290 respectively but diverted to RATG in May/June 1940.
    Both Hamlin [2] and Newnham [12] indicate AT743 to RATG and delivered to 33 FIS. Subsequently crashed at Sunnyside Farm near Salisbury, November 1943. However, delivery records [13] and contract records indicate that this machine never existed.
    The following 37 aircraft were converted to Mk.V on delivery or while in service with the RATG: N4655, V3163, V3181, X6537, AR930, AS506, BG171, BG263, BG301, BG445, BM713, BM830, EB962, EB963, EB964, EB965, EB966, EB968, HN235, HN236, HN237, HN280, HN306, HN340, HN341, HN343, HN346, HN533, HN542, HN549, HN551, HN602, HN605, HN790, LW928, LW929, LW930.
18. The use of the designation AS.41 would seem to have been applied retroactively as AS.42 and AS.43 preceded it by some 9 years.
19. Taylor [1] gives LX119 as becoming G-AJWJ (occasionally with B-conditions marking U-7); Hamlin [2] and the CAA Database G-INFO give G-AJWJ/U-7 as X7265. However, the final word must come from Amos [11]: "Airspeed AS.40 Oxford Mk.ll, X7265, used for communications and later for trials of the Miles Lightweight Electric Autopilot . . . loaned, under Contracts/Aircraft/2273 to Phillips and Powis Aircrat Ltd, for communications duties. Contrary to many previously published reports and reference works, it was Oxford X7265 which became U7 and not Oxford LX119. It was registered G-AJWJ (CofR 11649) 18.6.47 to Miles Aircraft Ltd. Airspeed AS.10 Oxford Mk.l, LX119, fitted with Alvis Leonides L.E.1M engines by Miles Aircraft Ltd, Woodley in 1946. LX119 was allotted to CS(A) Alvis Ltd on 31st December 1947, for use as a flying test bed for the new 500 hp Alvis Leonides L.E.1M engine driving three-blade Rotol airscrews with spinners. However, this date must have been in error for 1946 as it was delivered to Miles Aircraft Ltd, who were to undertake the modication to Contract C/Eng./4711/C.28(a), probably in late 1946, or early 1947, as the first flight with the new engines was made by Chief Test Pilot Ken Waller on 3rd June 1946. A new c/n, probably in the range 6431-6443, was almost certainly allotted to LX119 for the modication, although this cannot be confirmed."
20. From [17] "Published sources claim this was dispatched to Canada for winterisation trials (but did not arrive) and also lost at sea on SS Athenia, sunk 3.9.39 en route Belfast-Montreal. This seems unlikely, especially since the Athenia was a passenger liner."
    From [20] "In July 1939 factory owned Airspeed Oxford I G-AFVS (c/n 83 - CofA 30 Jun 1939) was flown to Brussels Evere airfield by Georges (sic) B.S Errington to be displayed at the IIe Salon Aéronautique de Bruxelles. In August 1939 the Aéronautique Militaire Belge announced that it had acquired this particular aircraft through Contract BC 39/329 for the unit price of 973.500 Bfr. The Oxford was to be used for advanced training and communications missions. The Oxford was selected as the winner of an evaluation in which in March 1939 several presentations were made by the Potez 561, Focke Wulf Weihe, Siebel Halle, Caproni 310 and RAF Airspeed Oxford I N6256. After successful conclusion of further tests with the newly acquired machine which by now was registered "D-1" (some doubt still exists on the aircraft type letter) a small number (maximum 5) Oxfords was to be acquired. These additional aircraft were to be constructed by Renard and Sabca. However this process was halted by the German invasion of Belgium in which the unique Oxford was captured intact by the enemy at Deurne airfield. The sole pre-war Airspeed Oxford of the Aéronautique Militaire Belge was used by the Ecole d'Aéronautique at Evere and N° 3 Squadron of the Ecole de Pilotage at Deurne airport."
    Note also that both Air Britain [17] and G-INFO [22] indicate this aircraft as being an AS.46 Oxford V, which would seem highly unlikely in August 1939. This is possibly just misreading of AS.40 as AS.46.
21. L4589 was the first production Oxford fitted with a gun turret, though evaluation aircraft L4540 had previously been so fitted.
22. Between 1937 and 1945, Production Specifications were designated by the type and mark of aircraft, suffixed by the letter P and a sequence number identifying the individual order, i.e. "Oxford I/P3", was the 3rd Production Specification for the Oxford Mk.I. (Note the aircraft type has been omitted from the table for convenience). Those in parentheses are assumed, based on Meekcoms and Morgan [27].
23. Contract Acft/2145 quantity was successively increased as 450 + 450 + 400 + 50 = 1350, then amended with +450, then -400 giving 1400, and finally amended -2 (burnt before deliver), giving a final total of 1398. Deliveries were:
    LX156 and on - 450, between May and November 1943.
    NM217 and on - 448, between November 1943 and May 1944 (2 burnt at factory).
    PG925 and on - 400, between May 1944 and February 1945.
    PK248 and on - 50, between February and April 1945.
    RR321 and on - 50 Mk.I between April and October 1945, remainder cancelled.
    Per the MAP Price Books [28] covering pricing for contracts, Production Specifications for Contract Acft/2145 were:
    450 aircraft, Specification I/P.16, presumably covering LX156 and on.
    450 aircraft, Specification I/P.17, presumably covering NM217 and on.
    498 aircraft, Specification n/a (2 burnt in factory, not paid for) covering the remainder.
    The discrepency between contract batches and contract payments was probably caused by deferring the decision on (non) payment of the two burnt aircraft.
24. MAP Price Book [28] gives this as II/P1, but this author assumes this to be an error, as the aircraft were most definitely Mk.I.

Production References

1. Airspeed Aircraft Since 1931, H.A. Taylor (Putnam, 1970)
2. Oxford, Consul and Envoy File, John F. Hamlin (Air-Britain Publications, 2001)
3. RAF Aircraft Register Series, Various Volumes (Air-Britain Publications)
4. Canadian Military Aircraft Serial Numbers at CASPIR (Canadian Aircraft Serials Personnel Information Resource) at the Canadian Warplane Heritage Museum
5. Australian and New Zealand Military Aircraft Serial Numbers at http://adf-serials.com/
6. British Military Aircraft Serials, 1878 - 1987, Bruce Robertson (Midland Counties Publishing, 1987)
7. Aircraft Profile 227: The Airspeed Oxford, John D. R. Rawlings (Profile Publications, 1971)
8. http://www.aerospacetalk.ir
9. 85 Years Of The South African Air Force, Winston Brent (Freeworld Publications, 2005)
10. Air Ministry and Ministry of Aircraft Production: Statistical Review, production 1939-1945, National Archives file AVIA 10/311
11. Aircraft: Home and Overseas Monthly Strength Returns, National Archives file AIR 20/1871.
12. RAF Air Historical Branch: Aircraft Movement Cards (A.M. Form 78) (Dept of Archive and Aviation Records, RAF Museum, Hendon, Records MFC 77-15-78 through 83)
13. RAF Air Historical Branch: Serial Ledger (Dept of Archive and Aviation Records, RAF Museum, Hendon, Records MF-1 thru 5)
14. RAF Air Historical Branch: Contract Delivery Cards (Dept of Archive and Aviation Records, RAF Museum, Hendon, Records MFC 78-8-3)
15. Norwegian Oxfords at http://flyblader.com/onewebmedia/Nr%2012%20Oxford.pdf
16. Swedish Oxfords at http://forum.flyghistoria.org/viewforum.php?f=7&sid=df53f035b6ca0f15f6c6714dea791393
17. http://www.ab-ix.co.uk/pdfs/airspeed_prewar.pdf
18. http://www.ab-ix.co.uk/pdfs/airspeed_oxford_&_consul.pdf
19. On The Wings of a Gull: Percival and Hunting Aircraft, David W. Gearing (Air Britain (Historians), 2012)
20. Belgian Oxfords at http://www.belgian-wings.be/
21. Canadian Military Aircraft, Serials and Photographs, 1920-1968, J A Griffin (Canadian War Museum. Publication ; no. 69-2)
22. http://www.caa.co.uk
23. Miles Aircraft - The Wartime Years, Peter Amos (Air Britain (Historians), 2012)
24. Catálogo completo de aeronaves civiles argentinas registradas : 1938-2016: edición del bicentenario, Gabriel Pavlovcic, Michael Magnusson, Esteban Raczynski.
25. Aeromilitaria, 2013/4 (Air-Britain Publications)
26. Iranian Oxfords at http://artiklar.z-bok.se/Iran-2.html
27. British Aircraft Specifications File, K.J. Meekcoms and E.B. Morgan (Air-Britain Publications, 1994)
28. Ministry of Aircraft Production Aeroplane Price Books (Dept of Archive and Aviation Records, RAF Museum, Hendon, Records X005-2126)