Avro 504 to 504K (Military)

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

This page covers Production Tables of 504 to 504K Military variants only.
For Civil 504K variants see here.

For description of variants and summary of production, see Production Summary

Production Tables Index

Wartime Production - U.K. Built Aircraft
Post War Production - U.K. Built Type 504K
Ex-RAF Avro 504 Rebuilt For Export and Imperial Gifts
Post War Production - Non-U.K. Built Type 504K

---

---

---

---

Notes

1. C/n range as given by Wixey [8] is P1/8000-P1/8149. C/ns also quoted elsewhere as PL.6001-PL.6150.
2. Sturtivant [4] gives these as manufactured by Parnall whilst Jackson [2] and Bruce [3] both give A.V. Roe. However, Sturtivant is considered highly expert on RNAS matters and his version is taken here.
3. Based on engine type given in airhistory.org [26], along with RNAS details by Sturtivant [4], this author has assessed the following as likely:
   
   

   Serial Range	Notes
   A9763 - A9812	At least 11 believed completed as 504J: A9769, A9782, A9784, A9787, A9793, A9796, A9799, A9803, A9804, A9806,  A9807.
   B901 - B1000	At least 31 believed completed as 504J: B903, B905 - B907, B910, B911, B915, B919, B921, B925, B927, B928, B937,  B942, B944, B950, B958, B966, B970, B972, B974, B976, B977, B979, B980 - B982, B986, B989, B990, B996.
   B4301 - B4400	At least 26 believed completed as 504J: B4302, B4304, B4308, B4311, B4313, B4316 - B4318, B4332, B4344, B4347,  B4350 - B4352, B4357, B4358, B4365, B4367, B4368, B4371, B4372, B4381, B4390 - B4393. B4357, B4358, B4365, B4367,  B4368, B4371, B4372, B4381, B4390 - B4393.  A further 10 are believed to have been later converted to 504J: B4376, B4378, B4382, B4385, B4394 - B4399.
   C551 - C750	At least 36 are believed to have been later converted to 504J: C557, C558, C570 - C574, C576, C577, C581, C586 - C588,  C600, C615, C616, C619, C624, C627, C631, C643, C646, C651 - C654, C657, C660, C680, C691, C692, C705, C732, C733,  C738, C745.  At least 6 are believed to have been later converted to 504K: C723, C724, C746 - C749.
   C4301 - C4500	At least 3 believed completed as 504K: C4322, C4451, C4477.
   C5751 - C6050	At least 26 believed completed as 504K: C5760, C5761, C5783, C5784, C5872, C5897, C5920, C5922, C5928, C5932,  C5935, C5946, C5950, C5952, C5963, C5967, C5969, C5970, C5992, C6006, C6018, C6020, C6034
   D6201 - D6221	At least 5 believed completed as, or later converted to, 504K: D6201, D6202, D6205, D6210, D6217.
   D7501 - D7800	At least 50 believed completed as 504J: D7503 - D7505, D7511 - D7516, D7520, D7522, D7524, D7527 - D7531, D7533,  D7535 - D7538, D7540 - D7543, D7545, D7547 - D7550, D7576 - D7580, D7676 - D7680, D7707 - D7710, D7726 - D7730  At least nine 504J are believed to have been later converted to 504K: D7520, D7528, D7531, D7533, D7535 - D7538,  D7543  At least 48 believed completed as 504K: D7552, D7555, D7559 - D7568, D7574, D7575, D7581, D7582, D7588, D7589,  D7591, D7592, D7595 - D7599, D7614, D7617, D7628 - D7630, D7632, D7633, D7643, D7645, D7646, D7648, D7649,  D7656 - D7660, D7736, D7756 - D7760  At least 6 are believed to have been later converted to 504K: C723, C724, C746 - C749.

   
   Further, for serial range B8581 - B8780 and based on the above references, it is this authors assertion that no 504A's were in fact built and all were completed as 504J or 504K in the numbers shown.
4. The contract numbers for batches B3251 - B3300 and D8251 - D8300 are possibly reversed.
5. Note that the Avro 504K displayed in the Canadian Aviation and Space Museum as “G-CYCK” is not in fact that aircraft, but its provenance is worth recording. The following from the CASM website [28]:
   Built by Grahame-White Aviation Co. Ltd. 1918, RAF registration D8971;
   No records found of history between 1918 and 1961;
   Purchased from Mrs. G.H. Gallup, Connecticut by Maj. J.S. Appleby, Torence, California 1961; restoration started, approx. 70% completed;
   Purchased by RCAF, delivered Trenton 24 May, 1966;
   Restored 6 RD, Trenton (Crew Chief MWO H. Tate) May – Oct 1966;
   Finished in markings of G-CYCK (RCAF), Taken on Strength (TOS) 5 Oct. 1966;
   Flown by RCAF at Centennial Flying Displays across Canada, 1966-1967;
   Transferred to National Aeronautical Collection (now CASM) 13 March, 1968;
   Registered CF-CYC Ottawa, May 1969.
   Note: 504K RAF registration H9717, originally assigned Canadian registration G-CYCK, struck off strength (SOS) at Camp Borden, 8 Mar. 1922. How D8971 came to be in the US originally is unclear.
6. Locally referred to (confusingly) as 504L, though they were officially Avro Land Based Trainer.
7. Brent [12] quotes 30 aircraft delivered in the serial range 401-432, so either 2 serials were unused or 32 aircraft were delivered. Robertson [11] lists only 30 serials.
8. Dan Hagedorn [18] ". . .the very first British aircraft to arrive on Argentine shores should be a single Avro 504K - the identity of which has so far eluded historians - dropped off in Buenos Aires by Major Frank P. Scott, representing A.V. Roe and Co. Ltd, who was on his way to Chile, on 2 March 1919 . . . Foreign entrepreneurs, recognizing opportunity in the pleasant Argentine environment, soon followed, and included . . . the Handley Page Co. Ltd.
   The Handley Page enterprise was more in the order of a commercial sales mission . . . At the conclusion of the mission on 20 December, an unspecified number of the Avro 504Ks and Bristol F.2Bs were "donated" to the Army's Escuela Militar, de Aviacion (EMA) - the first Argentine military British-built aircraft.
   Finally, the Sociedad Angle-Argentina de Aviacion, about which little is known, started training activities at Longchamps on 21 April 1921 under the guidance of one Eduardo Miguel Hearne, using what was described as an "Avro Sport" with a 100hp Renault engine.
   Argentine military use of the 504 series is, at best, confused. One 504K was, apparently, received via the "Imperial Gift" mode (probably E3785) although nine others commonly cited as going to the Army (E9428. E9430, H1913, H2024, H2026, H6603, H7422, H7492 and H7497) in fact were for the civil market and are almost certainly amongst the civil 504s cited earlier. Four were definitely in EMA hands by 6 January 1921, and this had increased to 20 by 5 December 1922. a figure which held steady as late as 17 January 1924."

   Further information is to be found in 'Los AVRO 504 en Argentina y el método Gosport' by Eloy Martín [43], in Spanish, some sections of which are translated here:
   "Among the delegations that visited . . . veteran of the RFC Frank Pilkington Scott arrived in Buenos Aires, who brought the AVRO 504K . . . H2476.
   On July 31, 1920.....was agreed on the purchase of eight AVRO 504 Gosport (sic) biplanes (from) Handley Page Ltd.
   On December 22, Mr. J. Alberto Hinds, representative in Buenos Aires of the Handley Page firm, formalized the delivery at the El Palomar aerodrome, as a donation, to the Army Aeronautical Service, of an AVRO 504K biplane.
   On November 6, the National Pro-Civil and Military Aviation Commission also handed over to the Army Aeronautical Service a biplane AVRO 504K Standard....acquired with funds from the public collection made in that Buenosairean locality. Thus between 1920 and 1922, the Military Aviation School received twenty-two AVRO 504K Standard, painted olive green, reconditioned to new....enrolled from 1 to 22, were in service as training and school aircraft until the end of 1927.
   In 1926 the Argentine army (acquired) an AVRO 504K model (registration F8841) equipped with a.... Bristol Lucifer IV....reports of 1926 drafted by the Army Air Service gave account of the existence of at least three units of this model." These were known as Avro Lucifer or Avro 504K Lucifer in Argentine service.

   Rivas [59] indicates 22 aircraft supplied with Le Rhône 9J poweplants, plus only one (F8841) equipped with a Bristol Lucifer IV.

   According to Jackson [2], four aircraft (E444, H2512, H2562 and F8841) were exported to Argentina via the Aircraft Disposal Company which featured standard 504K fuselage and mainplanes and 115 h.p. Bristol Lucifer IV powereplants. Although referred to as 504N, this author believes the Argentinian term of 504K Lucifer more appropriate.

   airhistory.org [26] lists the serials of 13 aircraft supplied aircraft to Argentina: H1913, H7497 Sold Argentina (ADC Aircraft Ltd ) 04 June 1921.
   E9428, E9430, H6603, H7422, H7492 Sold Argentina (ADC Aircraft Ltd ) 04 June 1921.
   E444, F8841, H2512, H6603, H7422, H7492 To Argentina (date unspecified).
   H2562 Sold (ADC Aircraft Ltd) unspecified.
   airhistory.org also gives H2024, H2026 Sold Argentina (ADC Aircraft Ltd ) 23 April 1921, but also indicated as to Brazil as A2 and A3, which would appear more likely.

   Rivas [59] gives 8 aircraft authorised on 31 July 1920, with an additional 3 donated by ADC, one donated by the Comisión Nacional Pro Aviación Civil y Militar and one by Alberto Hinds. A final purchase of eight aircraft was authorised on 16 September 1921.

9. From Rivas [59]: "In 1920, Handley Page Ltd supplied one 504K with the intention of establishing of an airline in Brazil. This was short lived and the aircraft was donated to the Brazilian government and delivered to the Navy for use in the School of Naval Aviation (Escola de Aviação Naval). Four more Gnome Monosoupape powered aircraft were acquired in the first half of 1921, followed by another 12 provided for in a contract concluded on May 23, 1922, configured with the 110h.p. Le Rhône.
   In 1925, five remaining examples were re-serialed 1 to 5 and in 1926 the four remaining aircraft were re-serialed 411 to 414.
   In 1927, the last three remaining aircraft were fitted with floats. A plan in 1930 to re-engine them with Armstrong Siddeley Lynx IVC powerplants was abandoned."
   Quoted ex-RFC serials are from Andrade [19] and airhistory.org [26].
10. From Naval Aviation - Historical Background, on the the Chilean Navy website (archived from the original on November 11, 2011).
    "The naval aviation service began its flight activities in 1919, when it received an important batch of aircraft from England, delivered by that country in compensation for the confiscation of Chilean naval units under construction at the beginning of the First World War, the battleships "Almirante Latorre" and "Almirante Cochrane" and the torpedo craft "Almirante Goñi", "Admiral Riveros", "Admiral Simpson" and "Admiral Williams",to be delivered to the service of the British Royal Navy." Amongst those aircraft were two Avro 504 seaplanes.

    Alberto Fernandez Donoso and Ray Sturtivant [16] state: "(Chile)...received two dual control Avro 504Ks under the compensation arrangements, and with Chilean numbers C-100 and C-101 . . . 12 Avro 504Ks became Chilean 71 to 82 . . . Two unidentified Avro seaplanes are reported to have been supplied in 1920, fitted with 130 h.p. Clerget engines, but possibly these were two of the series 71 to 82 fitted with floats." The same publication shows a photograph of an Avro 504L, probably a seaplane conversion, numbered' '1'. The article then summarises as follows:
    1919 12 Avro 504K 71-82. Some doubt as 10 numbers. Also reported as four (79-82) and six.
    1919 2 Avro 504K C-100 and C-101 (supplied 1921?).
    1921 10 Avro 504K reconditioned machines with 110 hp Le Rhone, inc G·EAMO/J746 and G-EANE/J751. deld 9.21. May only have been 5 aircraft.
    Dan Hagedorn [17] replies with the following: "..in the case of the Avro 504Ks, the serials cited by the authors (71 to 82) are a bit too straight forward, as "70" (also named Esmeralda) is also known - apparently a second use of this number, which also appeared on an M.1C. It should probably also be pointed out that these early serials were used in conjunction with names (at the same time - a point not made too clear in the text). A quick look at these follows:

    Serial	Name	Fate/Notes
    -	General del Canto
    70	Esmeralda
    75	Avelardo Nuñez	One of the seaplanes; also named "Jabelaro Nunez" at one point. Crashed 4 June  1922.
    76		Also cited as "Esmeralda". Crashed 3 January 1921, but later cited in service as late  as 10 January 1931 as an ex-Navy machine!
    77	Colchagua	Crashed 16 January 1922.
    78	Capitan Avalos	Rank may have been abreviated as painted on the aircraft. Crashed 12 July 1921
    79	Mallico	Crashed 27 January 1927.
    80	Chiloe	In service as late as September 1922.
    81	Atacama	Crashed 21 November 1933, by which date the name had probably been long since  dropped.
    82	Curico

    
    At this point, the Chilean Avro 504 story gets rather complicated, as serials 84,85,86, 92 and 97 are also known. It appears that C-100 and C-101, cited by the authors, may have been ex-Navy machines, and it has been suggested that they became serials 75 and 76 respectively!"

    George A. Jenks [17] follows with:
    "1. The first batch of 504Ks may well have been for 12 aircraft in view of the rare photo illustrated in Archive 1988 No.4 which appears to show Nos. 75, 78 named Captain Avalos and No. 82 Curico all falling within the quoted serials.
    2. The batch of ten aircraft reconditioned by Avro also contained G-EAKB* according to my notes." *Air Briain Register [55] gives G-EAKA, rather than 'KB, as sold and marks cancelled in August 1921.

    Finally, Insignia magazine [48] adds further twists: "Six Avro 504K trainers arrived in Chile during May 1919. These dual control aircraft replaced the few Blérlot monoplanes then in use at the Escuela de Aeronáutica. A National Collection was made on 27 August 1920, that raised enough funds to purchase eight more Avro 504Ks. These machines wore a fuselage inscription with the name of the city that contributed to its purchase. Another collection, by the public schools of Chile, enabled the acquisition of another Avro 504K". This gives a total of 15 aircraft, but it is accompanied by a table (which covers a variety of aircraft, but makes no mention of serials 71 through 74) that lists a total of 18 504Ks; an extract from the table is included here:

    Serial	Name	Fate/Notes
    75	J. Abelardo Nuñez	Purchaced by public school subscription. Crashed 4 June 1922.
    76	Esmeralda
    77	Colchagua	Crashed 16 January 1922.
    78	Capitan Avalos	Subsequently carried the name Malleco and then MagaIIanes.
    79	Mallico	Crashed 27 January 1927.
    80	Chillán	Later Chiloé
    81	Atacama
    82	Curico
    92
    97	Jeneral Körner
    98
    99	Jeneral del Canto
    100
    101		Withdrawn from service 7 June 1926.
    102		Withdrawn from service 7 June 1926.
    103		Withdrawn from service 7 June 1926.
    104		Withdrawn from service 7 June 1926.
    107

    
    This gives some credence to Hagedorn's conjecture that "C-100 and C-101, cited by the authors, may have been ex-Navy machines, and it has been suggested that they became serials 75 and 76 respectively", though possibly not those precise serials.
    An accompanying photograph (the same as referenced by Jenks above) positively identifies serials 75, 78, 82 and 97.

    Rivas [59] lists two seaplanes (registrations 1 and 2) delivered in October 1918 to the Chilean Navy, These were presumably the aircraft delivered as compensation. As both were lost in accidents in March 1922 and November 1923 respectively, these would not have become C-100 and C-101. A further two aircraft (registrations 3 and 4) were delivered in August 1921. He lists C-100 and C-101 as delivered to the Army in May 1919, with registrations 77 to 82 delivered in 1920, C-100 and C-101 being re-serialled 76 and 101 the same year, and gives serial 75 (the aircraft purchased by public school subscription) as going to the Army on 11 June 1921. He gives serial 102 to 104 as built by the Chilean Army in 1925 (using damaged airframes?) with one further aircraft built by the Army and delivered to the Navy in 1924.
    Details in the table are based on Rivas.

11. Given c/n's or original RFC serials are for batch only and are not in direct relationship to the new military serial.
12. All fitted with 100 h.p. Gnome except as noted. When the Imperial Gift reached New Zealand they were either placed in storage or loaned to the flying schools, barnstormers and nascent commercial operators, as indicated. When the New Zealand Permanent Air Force (NZPAF) was formed on 14 June 1923, it was initially equipped with the surviving Avro 504Ks amongst others. From Air Britain Archive [14] : "21 Avro 504s are listed in the .... batch of Imperial Gift aircraft rather than the normally accepted 20. The likelihood of one serial being incorrectly quoted (possibly H1968 for H1965 for example) would explain the discrepancy, otherwise one 504 may have found its way to New Zealand by alternative means."
13. Supplied by the British Aviation Mission to Japan in September 1921. Mikesh and Abe [6] quote 30 aircraft, supplied as 20 landplanes and 10 seaplanes. Colonel The Master Of Semphills' report on the Mission in Flight [53] gives the aircraft supplied as Avro 504K with 110 h.p. Le Rhône and Avro 504L with 150 h.p. Bentley BR1. Precise details of the aircraft supplied are now impossible to determine, but the Japanese Civil Register [15] indicates 5 aircraft with c/ns falling into the Avro Hamble series: 5030, 5035, 5037, 5042 and 5044. Twenty one Hamble c/ns, 5017 - 5039 and 5041 - 5048, are currently unaccounted, some of which could possibly apply to these aircraft.
    Also in 1921, A.V. Roe and Co sold manufacturing rights to Japan, as well as 48 complete aircraft. Jackson [2] refers to these going to the Army, but are more likely they were also supplied to the Imperial Japanese Navy. He also states that 8 of these were ex-joyriding aircraft, but Cruddas [49] does not list any of the applicable aircraft (see Ferry Registration table) as having flown with the Avro Transport Company.
14. It is not known how many, if any, recieved US serials. A photo of D9028 [24] show it marked "1621", and Baugher [22] gives 1628 as ex D9038, but in both cases the serial belonged to a Curtiss J-4A [23].
    Seven surviving aircraft were shipped to the US in 1919:
    Four aircraft with British serials: D9062, D9071, D9072 and D9317. These do not appear to have received US serials.
    Two aircraft of unknown provenance received US serials: 68558, 94023.
    One unknown aircraft.
    Of these, three were assigned to McCook Field, Dayton, Ohio in 1920: 94023, which recieved McCook Field numbers P-141, D9062 (P-142) and one other as P-391. Baugher [22] gives serial 94062 as a 504J with McCook Field number P-142, but Casari [23] has a Roland D.VI with this serial.
15. A request was made on 11 November 1918 to the British Government for the purchase of nine Type 504s, for which Casari [21] gives seven Type 504Js (C5753, C5965, C5886, C5887, C5888, C5889, D4365), one 504K (D8282) plus one unknown. Airhistory.org [26], based on Air Ministry Files AIR 2/136, shows 11 aircraft delivered to the British War Mission (C5752, C5753, C5754, C5865, C5886, C5887, C5888, C5889, D4365, D8281, D8282). Probably C5965 per Casari is in error for C5865, and the one unknown either C5752, C5754 or D8281.
    Again per Casari, one machine would appear to wrecked or otherwise disposed of, as the Order was written for just eight aircraft. These were assigned U.S. Serial numbers 62953 - 62959, plus possibly one more. Two of these aircraft were assigned to McCook Field, Dayton, Ohio, in September 1919: C5886 and C5887, which recieved McCook Field numbers P-118 and P-119 respectively, with C5886 recieving new serial 94022 at the same time.
16. RFC Type 504 serial 753 landed on March 21, 1915 at St Kruis in Zeeland and was interned into the LVA as LA-13. The 80 h.p. Gnome was replaced in 1917 by a Thulin engine. In 1918 the serial was changed to A-21 and later to A-1 as a ground instruction airframe. Three days later, RNAS Type 504B serial 1001 landed near Kruiningen and was interned into the LVA as LA14. Like LA13, its powerplant was replaced with a Thulin in 1917. In 1918 the serial was changed to A-22 [51].
17. Remaining aircraft were fitted with an Armstrong Siddeley Mongoose powerplant in place the Clerget in 1931. These were then re-serialled "AM" with the original aircraft number.
18. A3 serials were allocated with the formation of the RAAF in 1921.
19. Per AIR 2/136. However, Air Britain [1] has H2623 with No.29 Squadron RAF in 1925. Air Britain presumed in error.
20. Per Bruce [24], this batch of serials should all have been 504K. However, reviewing Sturtivant and Page [4] and RFC serials via airhistory.org [26], it is clear that this was a mixed batch of 504J/504K. Analysis of [4] and [26] leads this author to reasonably assume at least 48 504K identified, as shown in note 3.
21. 12 aircraft were received in 1919 receiving registrations M-MAAA to M-MAAL and serials 1 to 12 respectively. In 1920, a further 20 aircraft were received, being registered M-MAAM to M-MAAZ, M-MABA, M-MABE, M-MABI, M-MABO and M-MABU with serials 13 to 31 respectively. Two other registrations are known, M-MABD and M-MACA but their serials are unknown.  At least a further 15 aircraft were received being serialed 32 to 48, with No. 40 being fitted out as an air ambulance. (From David Garbett, 24 Sept. 2018, via Air Britain Information Exchange forum).
22. 15 504Ks were received in 1921 registered M-NOAB to M-NOAP inclusive, of these M-NOAD and M-NOAE were converted to 504Ls at Barcelona.  In 1922 an additional 4 504Ks were received, M-NOAT, M-NOAV, M-NOAX and M-NOAY.  A further four 504Ks were received as replacements in the second half of 1925, receiving the registrations M-NOBF, M-NOBH and two other as yet unidentified registrations in the M-NOB* range.  These last four have been quoted as being ex RAF serials E434, E445, E450 and H2057.
    In June 1931, the remaining 9 aircraft were re-registered EA-FAA to EA-FAI.  On 22 June 1933 the 5 surviving aircraft we assigned numeric numbers, which were carried on the tail while the EA-F** registration remained on the fuselage, number registration tie-up is EA-FAC = 1, EA-FAE = 2, EA-FAF = 3,EA-FAH = 4 and EA-FAI = 5.  In 1935 the aircraft were again renumbered, this time loosing the EA- registration.  The 4 remaining aircraft were A-1 ex 1, A-2 ex 3, A-3 ex 4 and A-4 ex 5. (From David Garbett, 24 Sept. 2018, via Air Britain Information Exchange forum).
23. No's 103 (2nd use of serial) and 105 were supplied in November 1920 with 100 h. p. Sunbeam Dyak powerplants, assembled at the Kjeller aircraft factory and delivered to the Sønnenfjeldske Flyavdelning (103) and Hærens Flyveskole (105) in July 1921. Serial 107 was presented in June 1922 by Roald Amundsen (140hp Gnome-Rhône).
24. Insignia [47] implies up to 60 504Ks were operated by the Chinese Aviation Service between 1920 and 1923 and remaining with the Central Government until 1927. A further 2 (or part of the previous 60?) were used by the Manchurian Air Force.
25. Usually quoted as 5 aircraft supplied to Sweden but flyghistoria.org [39] identifies the final 3 supplied as 504 Mk.II.
26. Both aircraft given new c/ns after crashing and being rebuilt in the Army Workshops at Kjeller and given a new 90 h.p. Thulin powerplant.
27. The following are known to have been exported but their destination unknown:
    D1613, D1631, F2547, F2574, F8828 and H1978, all sold by Handley Page Ltd.
    E442 and H6654 sold by ADC Aircraft Ltd.
    F2548 sold abroad (unknown vendor).
    H9771 - H9812 delivered as salvage, of which H9645, H9772, H9774, H9777, H9778, H9786, H9793, H9794, H9795, H9799, H9802, H9807 to ADC. In addition, of the batch J743 - J763 plus J803, all repurchaced by Avro, J744 and J750 are accounted for. These could provide some of the exports for which no provenance is given in the table.
    Serials J765 - J802, J804 - J1023 went staight to store except J833, J835, J869, J875, J1015, and provided many of the airframes for those marked as 'Built from Spares'
28. From George Jenks [52]: "The Mexican Air Force operated a batch of at least six Avro 504Ks fitted with what appears to be a slightly different (earlier?) version of the modified [504 Mk.II] undercarriage, These were apparently indigenously built under licence from Avros as the Anahuac but may have been erected from parts, as sometimes happened, supplied by the company in 1921/22. According to R.T. Jackson, in the latest edition of the Putnam Avro book, E9412 was imported into Mexico from the UK. It is not known if this was for use as a pattern aircraft, and was therefore fitted with the undercarriage in question, or if the design was produced by Avros under either of the original designations 504K Mk.II or 504N in 1921/22."

    From Rivas [59]: "In total, 35 second-hand Avro 504Ks were bought from British surplus stocks, equipped with 100h.p. Le Rhône engines. Most of them were built by Grahame-White" . . . The first six arrived before September 1921".
    Rivas makes no reference to E9412, so quite possibly this was sent as a pattern aircraft for the Anahuac and not delivered to the Mexican Army.

29. Per Andersson [58], British intervention forces brought about 30 Type 504Ks to Russia during the Civil War. Known aircraft are E3548, E3582, E3583, E3707, H2280 (or possibly F2280), H9673 - H9678 (unloaded from SS Diyatalawa at Novorossisk, 25 Jan 1920), H9747 - H9758.
30. Commissioned by the Portuguese Government through Vickers Ltd, but under contract C.1113 / 23 of November 10, 1923 to Avro, consequently all have Avro c/ns. The c/ns are per the Ex OGMA blog [31], except this author believes that three are in error; the blog has R3/LE/12033, 12084 and 12402 which this author believes should be 12133, 12184 and 12422 repectively and have been corrected accordingly.
    These 30 aircraft were distributed as follows :14 aircraft ito Escola de Aeronáutica (EMA – Military Aviation School), 13 to the Esquadrilha de Treino e Depósito (Training and Depot Squadron) and 3 to No.1 Fighter Squadron. Later, 3 aircraft were transferred to the Aviação Naval (Naval Aviation).
31. Known RAF serials E372, E391, E395, E399, E6766 and H1908. All fitted with Le Rhône 9J powerplants.

Production References

For Production References see Production Summary.