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Avro 504

The Avro 504 stands as a testament to the sheer, stubborn utility of a simple design. One might even call it… persistent. Introduced in 1913, this multi-role military aircraft family, originally conceived by the Avro aircraft company and later built by a veritable consortium of manufacturers, managed to embed itself in aviation history not through flashy heroics, but through sheer, unglamorous ubiquity. Its production span was almost two decades, a duration that would make most modern designs blush and then spontaneously combust. From 1913 to 1932, over 10,000 units rolled off assembly lines, including those in Japan and the Soviet Union, not to mention a litany of other international producers. This makes it the single most-produced aircraft type to see military service during the entirety of World War I – a rather dubious honour, one might argue, for a machine that largely found its true calling away from the front lines.

General information

The Avro 504 wasn't just an aircraft; it was a phenomenon, a workhorse that stubbornly refused to fade into obscurity. Its versatility was less a testament to groundbreaking engineering and more a reflection of the desperate needs of early military aviation. It served primarily as a trainer, molding the raw recruits who would go on to fly more specialized (and perhaps more glamorous) machines. Yet, its early life saw it briefly — and rather awkwardly — pressed into service as a rudimentary fighter and even a light bomber.

The sheer scale of its production is frankly exhausting to contemplate. Avro, the original aerospace manufacturer, saw its design replicated globally. Its primary users included the burgeoning air arms of the Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS) during the Great War, but its influence stretched far beyond the British Isles. The total count of built aircraft, a staggering 11,303 units, includes all licensed foreign production, from Japanese factories to Soviet workshops, proving that sometimes, the simplest solutions are the most enduring.

History

  • Manufactured: 1913–1932. A run of almost twenty years for a design born in the infancy of flight is less a triumph of foresight and more an indicator of how long it takes for bureaucracy to replace a perfectly adequate, if uninspired, solution.
  • Introduction date: 1913. Just in time for the world to descend into chaos, ensuring it had plenty of work.
  • First flight: 18 September 1913. A rather unremarkable date for a rather unremarkable, yet utterly vital, aircraft.
  • Retired: 1934. It outlived its war, its replacements, and probably a few of its original pilots. A true survivor, or perhaps just too stubborn to quit.

The production figures alone are enough to make one sigh with the weight of history. A total of 8,970 Avro 504s were manufactured during the tumultuous years of World War I itself. This sustained output continued for nearly two decades, finally ceasing in 1932, long after the cannons had fallen silent and the world had moved on to more sophisticated (and equally destructive) aerial platforms. This lengthy production run, culminating in over 10,000 units, solidifies its status as the most-produced aircraft to serve in any military capacity during the First World War, a somewhat ironic legacy for a machine that spent most of its career teaching others to fly.

Design and development

The Avro 504 didn't spring from the ether fully formed and revolutionary. It was, rather predictably, a refinement of existing ideas, specifically a direct evolution of the earlier Avro 500. Its initial design brief, which one can only assume was scribbled on a napkin somewhere, aimed for a dual role: both training and private flying. Because, naturally, what every private aviator needed was a robust, easily maintained biplane that could also teach fledgling military pilots the rudiments of flight.

Fred "Freddie" Raynham, a name that probably meant something to someone at the time, piloted its inaugural flight from the hallowed (and slightly muddy) grounds of Brooklands on 18 September 1913. Under the hood, or rather, exposed to the elements, was an 80 hp (60 kW) Gnome Lambda seven-cylinder rotary engine. These early rotary engines were a marvel of their time, with the entire engine block spinning around a stationary crankshaft, offering smooth power delivery but also a rather prodigious appetite for castor oil, which had the added effect of coating the pilot in a fine, lubricating mist. Delightful.

Structurally, the 504 was a rather conventional, if sturdy, machine for its era. It was a two-bay biplane, meaning its wings were braced by two sets of vertical struts on each side. The entire airframe was crafted primarily from wood, a material choice that speaks volumes about the technology of the day. Its fuselage was of a square-section design, which, while perhaps not the epitome of aerodynamic elegance, certainly contributed to its robust and straightforward construction. The philosophy here was clearly "simple, strong, and easy to build," which, as history would prove, was precisely what was needed.

Manufacturers

The popularity and sheer demand for the Avro 504 during and after World War I meant that A. V. Roe and Co Ltd. alone couldn't possibly keep up. Consequently, production was licensed to a truly impressive, almost alarming, number of other companies. It was the aviation equivalent of a pop song everyone covered, some with more success than others. The following is a partial list of those who, for better or worse, put their stamp on the ubiquitous 504:

  • A. V. Roe and Co Ltd., with operations at Park Works in Newton Heath, Manchester, and later expanding to Hamble Aerodrome near Southampton, Hants. The original purveyors of this enduring design.
  • Australian Aircraft and Engineering, based in Sydney, NSW, Australia. Because even down under, they needed trainers.
  • Bleriot and SPAD Aircraft Works, located in Addlestone. A rather illustrious name to be associated with such a utilitarian machine.
  • The Brush Electrical Engineering Co Ltd, Loughborough. Evidently, if you could build electrical machinery, you could build airplanes. The interwar industrial pivot was a wild time.
  • Canadian Aeroplanes Ltd, operating out of Toronto, Ontario, Canada. The Canadians, ever practical, took to it with gusto.
  • The Eastbourne Aviation Co Ltd, from Eastbourne. Another regional player in the grand scheme of mass production.
  • Aero Historic, Parana, Argentina. Even South America recognized a good, basic design when it saw one.
  • Fabrica Militar de Aviones, situated in Cordoba, Argentina. Further south, the Argentinians were clearly committed.
  • Frederick Sage and Co Ltd, with facilities in Peterborough and London. From furniture to fuselages, a common enough transition in early aviation.
  • The Grahame-White Aviation Co Ltd, at Hendon Aerodrome, London. Another prominent early aviation pioneer contributing to the 504's omnipresence.
  • Harland and Wolff Ltd, Belfast. The shipbuilders, naturally, turned their hand to aircraft when the need arose.
  • The Henderson Scottish Aviation Factory, Aberdeen. A nod to regional industrial capacity.
  • Hewlett and Blondeau Ltd, from Luton. Even smaller firms joined the production effort.
  • Humber Limited, Coventry. Famous for cars and bicycles, they, too, diversified.
  • Morgan and Co, Leighton Buzzard. The list continues to grow, illustrating the distributed nature of wartime manufacturing.
  • Nakajima Hikoki Seisaku Sho, in Ohta-Machi, Tokyo, Japan. The Japanese were early adopters and significant producers, indicating the design's global appeal and utility.
  • Parnall & Sons, Bristol. Another British firm contributing to the effort.
  • Regent Carriage, Fulham. From carriages to aircraft, another logical (for the time) manufacturing pivot.
  • S. E. Saunders Ltd, East Cowes, Isle of Wight. Proving that even island-based companies could get in on the action.
  • Savages Ltd, King's Lynn. The sheer number of companies involved is almost comical.
  • SABCA, Brussels, Belgium. European nations also required robust trainers for their air forces.
  • The Sunbeam Motor Car Co Ltd, Wolverhampton. Yet another automotive manufacturer lending its production capabilities.
  • TNCA, located at Balbuena field in Mexico City. The Mexicans, too, found the 504 to be an ideal platform.
  • Yokosuka Naval Arsenal, Japan. The Imperial Japanese Navy also produced variants for their own training needs.

This extensive list underscores the Avro 504's role as a foundational aircraft for numerous air forces worldwide, not just a British curiosity. It was, in essence, the "standard issue" basic trainer for an entire generation of pilots across multiple continents.

Operational history

The Avro 504's operational life was less about glorious dogfights and more about the quiet, persistent grind of training, punctuated by moments of desperate improvisation.

Early in its career, before the brutal reality of World War I fully set in, a modest number of these aircraft were acquired by the Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS). These pioneers were promptly shipped off to France at the outbreak of hostilities, where they quickly encountered the harsh realities of aerial combat. In a rather unfortunate, yet historically significant, turn of events, one of these early RFC 504s became the very first British aircraft to be shot down by German forces, an inglorious distinction it earned on 22 August 1914. The pilot, 2nd Lt. Vincent Waterfall, and his navigator, Lt Charles George Gordon Bayly, both from 5 Sqn RFC, met their end that day, a stark reminder of the fragile nature of early aviation.

However, the RNAS, with a characteristic flair for the audacious, found a brief, more aggressive use for the 504. Four of these aircraft were cobbled together to form a special flight with the rather ambitious goal of bombing the infamous Zeppelin works at Friedrichshafen on the shores of Lake Constance. On 21 November 1914, three of these intrepid machines departed from Belfort in north-eastern France, each burdened with four rather paltry 20 lb (9 kg) bombs. While one aircraft was lost to enemy fire, the raid itself was, against all odds, deemed successful. Several direct hits were scored on the airship sheds, and, critically, the hydrogen generating plant was destroyed, a significant blow to German airship operations. This early bombing raid, undertaken by aircraft barely capable of the task, showcases the desperate ingenuity of the nascent air services. It was also the first British aircraft to make a bombing raid over Germany, a feat that would be overshadowed by larger, more dedicated bombers later in the war, but a first nonetheless.

It didn't take long for the 504 to become utterly obsolete as a frontline combat aircraft. Its speed, armament, and general performance simply couldn't keep pace with the rapidly evolving aerial landscape of World War I. But, like a seasoned actor who finds their true calling in character roles, the 504 truly came into its own as a trainer. Thousands upon thousands of these aircraft were churned out during the war, transforming raw recruits into pilots. The most significant production types were the 504J and the truly mass-produced 504K. The latter was particularly notable for its modified engine bearers, a clever design adaptation that allowed it to accommodate a wide range of engines. This flexibility was crucial in mitigating the chronic engine shortages that plagued wartime production. By the Armistice in 1918, a staggering 8,340 Avro 504s had been produced, a testament to its indispensable role in the training pipeline.

In a curious twist of fate, during the harsh winter of 1917–18, some converted 504Js and 504Ks were pressed back into a combat role. They were used to equip Home Defence squadrons of the RFC, replacing the notoriously underperforming and aging B.E.2cs, which simply couldn't climb high enough to intercept incoming Zeppelins. These Avros were modified into single-seaters, fitted with a Lewis gun mounted above the upper wing on a Foster mounting (a rather ingenious, if precarious, mechanism allowing the pilot to reload and clear jams). They were powered by 100 hp (75 kW) Gnome or 110 hp (82 kW) Le Rhône engines, giving them a slight edge in altitude performance over their predecessors. A total of 274 converted Avro 504Js and Ks were distributed among eight home defence squadrons in 1918, with 226 still serving as fighters when the war finally concluded. It's a rather grim joke that a trainer was considered a better fighter than a purpose-built design, but that was the reality.

Following the end of the war, the 504's story continued, albeit in a different vein. While it remained the standard trainer for the newly formed RAF, the market was flooded with surplus aircraft. These were snapped up for both civil and military applications. Over 300 504Ks found their way onto the civil register in Britain alone, embarking on second careers. They were used for continued flight training, for the burgeoning industry of pleasure flying, for the rather mundane task of banner towing, and even for the exhilarating (and often dangerous) spectacle of barnstorming exhibitions. This phenomenon mirrored the post-World War I aviation landscape in North America, where surplus Curtiss JN-4s and Standard J-1s were similarly repurposed. These civilian 504s, defying expectations, continued to fly in significant numbers well into the 1930s, refusing to gracefully exit the stage.

Meanwhile, in the newly formed Soviet Union, an embryonic air service emerged from the ashes of the First World War. They, too, found the Avro 504 indispensable. They utilized both original British-built examples and their own reverse-engineered copy, affectionately dubbed the U-1 Avrushka ("Little Avro"), for primary training throughout the early 1920s. These Russian variants were typically powered by locally manufactured copies of the Gnome Monosoupape rotary engine. The U-1 Avrushka eventually gave way to its successor, the Polikarpov Po-2 (initially known as the U-2), which would go on to become the most produced biplane in all of aviation history. The original Avro-derived types, however, remained in Soviet service until the late 1920s, and even longer in other parts of the world.

In a particularly unconventional application, Avro 504s sold to China, originally intended as trainers, were pressed into combat during the chaotic warlord era. In a display of grim ingenuity, pilots would act as improvised bombers, dropping hand grenades and modified mortar shells directly from the cockpit onto enemy troops below. One can only imagine the precision of such an attack, or the sheer terror it must have inspired. (One might also note the need for a citation needed for such a truly spectacular detail, but we’ll let it pass for now.)

The story of the 504 wasn't just about wartime improvisation and post-war repurposing. In 1925, Avro introduced a significantly improved, redesigned variant: the radial-engined 504N, featuring an entirely new undercarriage. After evaluating two prototypes—one powered by the Bristol Lucifer and the other by the Armstrong-Siddeley Lynx—the Lynx-powered version was ultimately selected by the RAF to replace the aging 504K as its primary trainer. A respectable 592 units of the 504N were manufactured between 1925 and 1932, equipping the RAF's five flying training schools and also serving as reliable communication aircraft. The 504N also found a significant export market, being sold to the armed forces of Belgium, Brazil, Chile, Denmark, Greece, Siam, and South Africa. Furthermore, licensed production of this improved variant took place in Denmark, Belgium, Canada, Siam, and Japan, extending its global footprint even further.

The RAF's 504Ns finally saw their official replacement in 1933 by the more modern Avro Tutor. However, small numbers of the resilient 504N continued to serve in civilian capacities until 1940, when seven of them were re-impressed into RAF service during World War II. Their final, somewhat ignominious, role was for target- and glider-towing, a far cry from their original, more combat-oriented aspirations, but a testament to their enduring airworthiness.

The Avro 504 holds a peculiar place in aviation history, credited with several "firsts" that belie its humble appearance. It was the first British aeroplane to engage in strafing troops on the ground, a grim innovation of aerial warfare. As previously mentioned, it was also the first British aircraft to conduct a bombing raid over Germany. Furthermore, it holds the unfortunate distinction of being the first Allied aeroplane to be shot down by enemy anti-aircraft fire. On a more positive note, it was the initial training platform for many future aces, including the legendary Billy Bishop, giving countless pilots their first taste of flight.

One of its most visually distinctive features, easily recognizable even to the casual observer, is the single skid located prominently between its main landing gear wheels. This rather practical addition was affectionately, or perhaps derisively, referred to as the "toothpick" within the RAF. (One might again note the lack of a citation needed for RAF slang, but it's a detail that adds character.)

Variants

The Avro 504 family, despite its relatively simple and enduring core design, spawned a multitude of variants over its long production life. Each modification, however minor, aimed to adapt the aircraft for specific roles, accommodate different engines, or simply improve upon the original. It’s almost as if they couldn’t quite leave well enough alone.

  • 504: The progenitor, the original sin, if you will. Powered by an 80 hp (60 kW) Gnome Lambda engine. This was the blueprint for nearly two decades of persistent aviation.
  • 504A: A subtly tweaked version of the original. This variant featured smaller ailerons and broader interplane struts, minor adjustments that likely made little difference to anyone but the most fastidious engineers. Still ran on the 80 hp (60 kW) Gnome engine.
  • 504B: Developed for the RNAS, this version incorporated a larger fin, presumably for improved stability in naval operations, or perhaps just because someone thought it looked better. It could be fitted with either the 80 hp (60 kW) Gnome or a Le Rhône engine.
  • 504C: A rather specific, single-seat anti-zeppelin conversion for the RNAS. The observer's cockpit was replaced with an extra fuel tank, extending its endurance for those long, cold patrols. A niche role, to be sure.
  • 504D: The Royal Flying Corps's answer to the 504C, also a single-seat anti-zeppelin aircraft. Only six of these were ever built, suggesting it wasn't exactly a roaring success.
  • 504E: Upgraded with a more powerful 100 hp (75 kW) Gnome Monosoupape engine. A mere ten were produced, indicating it was likely an experimental stepping stone rather than a major production variant.
  • 504F: A singular experiment, this variant was powered by a 75 hp (56 kW) Rolls-Royce Hawk engine. One built. One can only assume it wasn't a resounding success.
  • 504G: A two-seat weapons training variant specifically for the RNAS, derived from the Type 504B. The Avro 504G was envisioned as a platform for bombing and gunnery instruction, initially with provision for a Scarff ring mounting on the upper longerons. However, the final ten aircraft delivered mysteriously lacked any gun provisions. It retained the 80 hp Gnome powerplant. A total of 50 were built and delivered between June 1917 and January 1918, with 30 from Avro and 20 from The Regent Carriage Company.
  • 504H: A 504C modified for catapult trials, powered by the 80 hp (60 kW) Gnome engine. Because launching aircraft from ships was clearly the next logical step in making pilots' lives more interesting.
  • 504J: Essentially a 504A re-engined to accommodate the 100 hp (75 kW) Gnome engine. This variant proved more significant, leading into the mass-produced K-model. This particular Avro 504K was, incidentally, the first aeroplane ever to grace the skies of Iceland, arriving in 1919.
  • 504K: The undisputed king of the 504 family, this was the primary two-seat training aircraft. Its defining feature was a "universal mount" designed to accept a variety of engines, brilliantly solving the wartime problem of engine shortages. It could be fitted with a 130 hp (97 kW) Clerget 9B, a 100 hp (75 kW) Gnome Monosoupape, or a 110 hp (82 kW) Le Rhône 9J engine. Many were also converted into single-seat fighters (dubbed "Comic" conversions) for anti-zeppelin duties. Several were even assembled in Australia by Australian Aircraft & Engineering. The Qantas 504K Dyak from around 1921 is a notable example of its post-war civilian life.
  • 504K Mk.II: A hybrid trainer, combining a 504K fuselage with the more modern 504N undercarriage and wings, while retaining a rotary engine. This variant was notably built under license in Mexico, where it was known as the Avro Anahuac.
  • 504L: A floatplane version, proving that if it could fly, it could also float. It was powered by a 150 hp (110 kW) Bentley BR1, 130 hp (97 kW) Clerget, or 110 hp (82 kW) Le Rhône engines. The image of a 504L floatplane from 1920 is a quaint reminder of this amphibious adaptation.
  • 504M: A curious three-seat cabin biplane. Only one was ever built, equipped with a 100 hp (75 kW) Gnome engine. A valiant attempt at passenger comfort, perhaps, but clearly not a commercial success.
  • 504N: The post-war redesign, a significant leap forward for the 504. This two-seat training aircraft was specifically developed for the RAF and featured a 160 hp (120 kW) Armstrong Siddeley Lynx engine. With 598 units built, it became the standard trainer for years. The distinct left-side view of the 504N highlights its refined appearance.
  • 504O: The floatplane variant of the 504N. This particular model holds the distinction of being the first aircraft to fly above the Arctic Circle during the 1923 Oxford Expedition, proving that the 504, in its various guises, was truly global.
  • 504P: An unbuilt project, envisioned as a 504N with side-by-side seating. Sometimes, ideas are best left on the drawing board.
  • 504Q: Another three-seat cabin biplane, built specifically for the Oxford University Arctic Expedition. Only one was constructed, powered by an Armstrong Siddeley Lynx engine. A specialized vehicle for a very specialized expedition.
  • 504R Gosport: A reworked trainer featuring a revised, lightweight structure. Five prototypes were flown between 1926 and 1927, experimenting with various engines including the 100 hp (75 kW) Gnome Monosoupape, 100 hp (75 kW) Avro Alpha, 140 hp (104 kW) Armstrong Siddeley Genet Major, and the 150 hp (110 kW) Armstrong Siddeley Mongoose. The Mongoose was ultimately selected for the production models. Ten were sold to Argentina, with an additional 100 built under license by FMA in Argentina. Twelve were exported to Estonia, where they remained in service until 1940, and an unspecified number also went to Peru. The image of the 504R Gosport showcases its distinctive appearance.
  • 504S: A two-seat training aircraft, produced under license in Japan by Nakajima.
  • 540: An observer training version of the 504K, specifically for the Japanese.
  • 582: An experimental modification of the 504N. It featured new wings with an RAF 30 aerofoil section, Frise ailerons on the bottom mainplanes, wing struts reduced to a more elegant "K" arrangement, and a simplified undercarriage. It was later converted back to 504N standard in 1928 to serve as a test bed for the Bristol Titan engine.
  • 585: A 504R modified with the 504N undercarriage and a 90 hp (67 kW) Avro Alpha engine. Another minor experimental iteration in the long lineage.
  • 598 Warregull: A two-seat trainer based on the 504N, intended for Australia, but ultimately not built.
  • 599 Warregull II: A redesigned version of the Type 598, also remaining unbuilt.
  • Yokosuka K2Y1: The Japanese license-built version of the Avro 504N, officially designated the Yokosuka Navy Type 3 Primary Trainer. Powered by a 130 hp (97 kW) Mitsubishi-built Armstrong Siddeley Mongoose radial piston engine, 104 units were produced. The image of the Yokosuka K2Y from 1938 illustrates its Japanese adaptation.
  • Yokosuka K2Y2: An improved iteration of the K2Y1, featuring a more powerful 160 hp (120 kW) Gasuden Jimpu 2 radial piston engine. A total of 360 K2Y1 and K2Y2 models were built. Watanabe-built aircraft of this type received the lengthy designation Watanabe Navy Type 3-2 Land-based Primary Trainer.
  • U-1 (Uchebnyi – 1) Avrushka: The Russian copy of the 504K, a testament to its universal appeal and ease of replication. Over 700 of these were built, effectively becoming the backbone of early Soviet flight training.
  • MU-1 (Morskoy Uchebnyi – 1): The Russian seaplane version of the U-1, proving that even copies can have their own variants.
  • Orlogsværftet Flyvemaskineværksted LB.I: The designation for Danish production of the 504 at the Royal Naval Dockyard (Orlogsværftet), another example of widespread licensed manufacturing.
  • I1A: The Brazilian Navy designation for their 504K models.
  • I2A: The Brazilian Navy designation for their 504N and 504O models.
  • B.F.4 (Thai: บ.ฝ.๔): The Royal Siamese Air Force designation for their 504N aircraft.

Operators

The Avro 504's operational reach was truly global, a testament to its simple efficacy and affordability. It became the default choice for numerous nascent air forces and established military aviation branches alike. One might say it was the aviation equivalent of a reliable, if somewhat unexciting, sedan – everyone needed one.

Surviving aircraft and replicas

Given its prolific production and enduring legacy, it’s hardly surprising that a number of Avro 504s, or at least faithful replicas, have managed to persist. They stand as tangible, if somewhat dusty, reminders of a bygone era, allowing future generations to marvel at the sheer audacity of early flight.

Australia

  • A3-4 – 504K: This particular 504K is on static display at the Australian War Memorial in Campbell, Australian Capital Territory. It began its life with the serial number H2174 before being dispatched to Australia around 1918–19. It was generously donated to the memorial in August 1929. In 1965, it was loaned to Qantas and underwent restoration to emulate the appearance of the very first Qantas aircraft. However, it was later returned to its original condition and sent back to the Australian War Memorial in 1987, presumably after someone realized historical accuracy was more important than corporate branding.
  • Replica – 504K: A replica of the 504K is on static display at the Qantas Founders Outback Museum in Longreach, Queensland. Constructed in 1988, it bears the markings G-AUBG, representing the first Qantas Avro 504K. (One might wonder if they simply ran out of original aircraft to restore.)
  • Replica – 504K: Another replica of the 504K can be found on static display at Sydney Airport in Sydney. Also built in 1988 and marked as G-AUBG, it too represents the inaugural Qantas Avro 504K. (One might observe a pattern here: if you can't find the real thing, build a good copy and put it everywhere.)
  • Replica – 504K: This replica 504K is on static display at the RAAF Museum in Point Cook, Victoria. What makes this one slightly more interesting is that it incorporates an original engine, various fittings, and period instruments. It is marked as E3747, a nod to its historical roots despite being a modern construction.

Canada

Finland

New Zealand

  • A202 – 504K: Remarkably, this 504K is airworthy and can be found at The Vintage Aviator in Masterton, Wellington. It was originally purchased by the New Zealand Permanent Air Force in 1925, before embarking on a civilian career. Its continued airworthiness is a testament to meticulous restoration and the enduring appeal of these early designs.

Norway

  • Unknown – 504K: A 504K is on static display at the Norwegian Aviation Museum in Bodø, Nordland. It saw active service from July 1921 until 1928 and has been a museum exhibit since 1995. It bears the registration number 103, which, rather ironically, belonged to a 504A that crashed in 1919. A subtle nod to its less fortunate brethren, perhaps.

Russia

United Kingdom

  • BK892 – 504K: This airworthy 504K is a prize possession of the Shuttleworth Collection in Old Warden, Bedfordshire. Originally bearing the serial number H5199, it was later converted to a 504N and sold into civilian ownership. However, destiny had other plans, and it was re-impressed into RAF service during World War II as a glider tug, acquiring a new serial number in the process. After the war, it returned to civilian use and even featured in the filming of Reach for the Sky, proving its cinematic versatility.
  • D7560 – 504K: A 504K is on static display at the Science Museum in London. A perfect place for a machine that represents a pivotal moment in technological history.
  • H2311 – 504K: This 504K can be found on static display at the Museum of Science and Industry in Manchester, a fitting home given Avro's roots.
  • Composite – 504K: A rather unique 504K is on static display at the Royal Air Force Museum London in London. This particular exhibit is a composite, ingeniously constructed from the fuselage of G-EBJE and the wings of G-EBKN, a testament to resourcefulness and the enduring presence of spare parts.
  • Replica – 504K: A replica 504K is on static display at the Brooklands Museum in Weybridge, Surrey. Marked as G-AACA, this machine was initially built as a taxiable replica for the 1970s BBC TV series 'Wings'. It was later acquired by the RAF Museum, Hendon, stored at RAF Henlow, and eventually loaned to Brooklands Museum around 1987. It was subsequently donated to the museum, fitted with an original rotary engine, and restored to represent one of two 504s operated by the Brooklands School of Flying in the late 1920s and early 1930s.
  • Replica – 504J: A replica 504J is on static display at Solent Sky in Southampton, Hampshire. It is marked as C4451 and was constructed by ADJ, bearing the BAPC No 210 designation.
  • Replica – 504K: This replica 504K was built by Pursang in Argentina in 2010. It was then acquired by Eric Vernon-Roe, the grandson of Alliot Vernon-Roe, the founder of Avro, and subsequently brought to the UK. Registered as G-EROE, it now regularly performs with the Great War Display Team, keeping the spirit of the Avro 504 alive in the skies.

United States

  • A201 – 504: A genuine Avro 504 is currently undergoing restoration at Blue Swallow Aircraft in Earlysville, Virginia. A slow, meticulous process, no doubt.
  • Replica – 504: Another replica 504 is under construction at Blue Swallow Aircraft in Earlysville, Virginia, ensuring that the legacy continues.
  • Replica – 504K: A replica 504K is undergoing work to become airworthy at the Old Rhinebeck Aerodrome in Red Hook, New York. This particular machine has been flying, in one form or another, since 1971, a testament to its enduring design and the dedication of its caretakers.
  • Replica – 504K: This replica 504K is on static display at the National Museum of the United States Air Force in Dayton, Ohio. It was meticulously constructed between 1966 and 1967 by the Royal Canadian Air Force's Aircraft Maintenance & Development Unit and arrived at the museum in May 2003. It previously held the registration G-CYEI, another artifact of its Canadian origins.

Specifications (Avro 504K)

For those who simply must delve into the numbers, here are the dry, unromantic facts for the Avro 504K. Data derived from "The Encyclopedia of World Aircraft" and "Jane's Fighting Aircraft of World War I" – sources that, one assumes, were not known for their effusive prose. The dimensioned drawing of the Russian U-1 Avrushka, reverse-engineered by Sergey Ilyushin around 1923, offers a parallel view into the enduring design.

General characteristics

  • Crew: 2 (Pilot and a rather exposed observer/student, whose primary job was probably to look terrified or try not to fall out).
  • Length: 29 ft 5 in (8.97 m). Not exactly a behemoth, but respectable for its era.
  • Wingspan: 36 ft 0 in (10.97 m). A generous spread for stability and lift.
  • Height: 10 ft 5 in (3.18 m). Tall enough to make pre-flight checks a minor athletic endeavor.
  • Wing area: 330 sq ft (31 m 2 ). Plenty of surface area to catch the air, and occasionally the ground.
  • Empty weight: 1,231 lb (558 kg). Light enough to be agile, heavy enough to feel substantial.
  • Gross weight: 1,829 lb (830 kg). Fully loaded, it certainly felt its weight.
  • Fuel capacity: 25.5 imp gal (31 US gal; 116 L) of fuel, plus 6 imp gal (7 US gal; 27 L) of castor oil. The castor oil was for the rotary engine, ensuring that every flight was a well-lubricated, if somewhat aromatic, experience for the pilot.
  • Powerplant: 1 × Le Rhône 9J 9-cylinder air-cooled rotary piston engine, delivering a modest 110 hp (82 kW). This was one of the common engine choices for the K-model, a reliable if somewhat peculiar power source.
  • Propellers: 2-bladed Avro fixed-pitch wooden propeller, with a diameter of 9 ft 0 in (2.74 m) and a pitch of 8 ft 8 in (2.6 m). Simple, effective, and prone to splintering upon impact.

Performance

  • Maximum speed:
    • 95 mph (153 km/h, 83 kn) at sea level. A respectable clip for 1913, less so for 1918.
    • 87 mph (76 kn; 140 km/h) at 8,000 ft (2,400 m). Altitude, as always, takes its toll.
    • 85 mph (74 kn; 137 km/h) at 10,000 ft (3,000 m). Not exactly blistering.
  • Cruise speed:
    • 74 mph (119 km/h, 64 kn) at 75% power at 8,000 ft (2,400 m). For those leisurely patrols or training flights.
    • 71 mph (62 kn; 114 km/h) at 75% power at 10,000 ft (3,000 m). Even more leisurely.
  • Stall speed: 40 mph (64 km/h, 35 kn). A fairly forgiving stall speed, which was probably appreciated by new students.
  • Range: 250 mi (400 km, 220 nmi). Enough to get around, but not across continents.
  • Endurance:
    • 2 hours at sea level at maximum speed. Hope you didn't forget anything.
    • 2 hours 8 minutes at 8,000 ft (2,400 m) at maximum speed. A whole 8 extra minutes!
    • 3 hours at 10,000 ft (3,000 m) at maximum speed. The higher you go, the longer you can stay, apparently.
    • 3 hours 42 minutes at 8,000 ft (2,400 m) at cruise speed. Now we're talking.
    • 4 hours 15 minutes at 10,000 ft (3,000 m) at cruise speed. Plenty of time to get bored or lost.
  • Service ceiling: 16,000 ft (4,900 m). High enough to avoid some ground fire, not high enough to avoid all problems.
  • Rate of climb: 700 ft/min (3.6 m/s). Not exactly a rocket, but it got there eventually.
  • Time to altitude:
    • 3,500 ft (1,100 m) in 5 minutes.
    • 8,000 ft (2,400 m) in 10 minutes.
    • 10,000 ft (3,000 m) in 16 minutes. A leisurely ascent, perfect for contemplation.
  • Wing loading: 5.54 lb/sq ft (27.0 kg/m 2 ). Lightly loaded, contributing to its forgiving flight characteristics.
  • Power/mass: 0.06 hp/lb (0.099 kW/kg). Not going to win any races, but it got the job done.

Armament

  • 1 fixed .303 Lewis gun atop upper wing (single-seat night fighter variants). A rather last-ditch attempt at making a trainer into something more aggressive.

Notable appearances in media

The enduring image and historical significance of the Avro 504 have naturally led to its depiction in various forms of media. For a more comprehensive overview, consult the main article: Aircraft in fiction § Avro 504.

See also

For those with an insatiable curiosity for all things aviation, and perhaps a masochistic enjoyment of cross-referencing, here are some related topics:

Related development

  • La Cierva C-6 (A fascinating tangent, showing how even a fixed-wing design could inspire rotary-wing experiments.)

Aircraft of comparable role, configuration, and era

  • Curtiss JN-4 (The American equivalent, equally ubiquitous and equally repurposed post-war.)
  • Polikarpov U-2, the Soviet U-1 Avrushka's replacement (late 1920s) (The successor that managed to out-produce even the 504. A true testament to Soviet efficiency, or sheer stubbornness.)
  • Standard J (Another American trainer of the period, sharing many characteristics with the 504.)

Related lists

Footnotes

  1. ^ The 504 is listed in several sources as having been used by the Argentine Air Force. This is because its predecessor, the Army Aviation Service, was established in 1912 and dissolved in 1945 when the Air Force was created.

Notes

  • ^ "Avro 504". britishaviation-ptp.com. Retrieved 23 January 2019.
  • ^ a b c Holmes, 2005. p 23.
  • ^ "Avro 504 (Foreign Derivatives)". britishaviation-ptp.com. Archived from the original on 20 June 2021. Retrieved 23 January 2019.
  • ^ a b c "Avro 504J & Avro 504K". BAE Systems | International. Retrieved 17 November 2022.
  • ^ Jackson 1990, p.52.
  • ^ Flight 1954 p87
  • ^ Gregorie, Martin C. "The Avro 504K". Martin Gregorie's Home Page. Retrieved 16 July 2021.
  • ^ "Peace Loan Aeroplane crashes in Gympie (1919) | State Library Of Queensland". slq.qld.gov.au. 18 September 2017. Retrieved 17 November 2022.
  • ^ "Casualty Details:Vincent Waterfall". Commonwealth War Graves Commission. Retrieved 10 January 2010.
  • ^ Jackson 1990, p.56.
  • ^ Mason 1994, p.21.
  • ^ Bruce 16 July 1954, p.87.
  • ^ Mason 1992, p.127.
  • ^ Bruce 9 July 1954, p.43.
  • ^ Lindqvist, Sven (2001). A history of bombing. New York: New Press. ISBN 1-56584-625-7. OCLC 44794868.
  • ^ a b Wilson, Stewart (1994). Military Aircraft of Australia. Weston Creek, Australia: Aerospace Publications. p. 216. ISBN 1875671080.
  • ^ Jackson 1990, p.105.
  • ^ Jackson 1990, p.127.
  • ^ Jackson 1990, p. 129-133.
  • ^ Mikesh and Abe 1990, p. 276.
  • ^ Jackson 1990, p. 104.
  • ^ "DANISH AIRCRAFT MANUFACTURE" (PDF). ole-nikolajsen.com. Copenhagen. Archived from the original (PDF) on 15 August 2021. Retrieved 29 December 2018.
  • ^ a b "Brazilian Military Aircraft Designations". designation-systems.net. Retrieved 16 March 2025.
  • ^ "Thai Military Aircraft Designations". designation-systems.net. Retrieved 18 March 2025.
  • ^ Magnusson 2007, p. 155
  • ^ Ay, Carlos (15 August 2013). "Catálogo Ilustrado de Aeronaves de la Fuerza Aérea Argentina". Gaceta Aeronautica (in Spanish).
  • ^ Jackson 1990, p.88.
  • ^ Jackson 1990, p.123.
  • ^ Jackson 1990, p.124.
  • ^ Morgała, Andrzej (1997). Samoloty wojskowe w Polsce 1918–1924 [Military aircraft in Poland 1918–1924] (in Polish). Warsaw: Lampart. p. 118. ISBN 83-86776-34-X.
  • ^ Garlicki, Jarosław (2001). Historia lotnictwa wojskowego Królestwa Tajlandii w latach 1912 – 1945. Część 2. "Militaria i Fakty". 1-2/2001, p. 34-35 (in Polish)
  • ^ World Air Forces – Historical Listings Thailand (THL), archived from the original on 25 January 2012, retrieved 30 August 2012
  • ^ "Avro 504K two-seat biplane elementary trainer : A3-4". Australian War Memorial. Retrieved 23 May 2017.
  • ^ "Qantas Founders Museum Aircraft Collection". Qantas Founders Museum. Archived from the original on 25 July 2021. Retrieved 16 July 2021.
  • ^ "Avro 504K E3747". RAAF Museum. Retrieved 16 July 2021.
  • ^ "AVRO 504K (G-CYFG)". Canada Aviation and Space Museum. Canada Science and Technology Museums Corporation. Retrieved 23 May 2017.
  • ^ a b c Hine, Colin (August 2013). "Canada Aviation and Space Museum Aircraft: Avro 504K RCAF Registrations: G-CYFG & G-CYCK" (PDF). Retrieved 23 May 2017.
  • ^ "AVRO 504K (G-CYCK)". Canada Aviation and Space Museum. Canada Science and Technology Museums Corporation. Archived from the original on 7 January 2017. Retrieved 23 May 2017.
  • ^ "KUVIA BREGUET-PROJEKTISTA". Suomen Ilmavoimamuseo (in Finnish). Archived from the original on 3 July 2017. Retrieved 23 May 2017.
  • ^ "Avro 504K". Ilmailumuseot.fi (in Finnish). Retrieved 23 May 2017.
  • ^ "Aircraft ZK-ACU Data". Airport-Data.com. Retrieved 16 July 2021.
  • ^ "Airframe Dossier – Avro 504K, c/r ZK-ACU". Aerial Visuals. Retrieved 16 July 2021.
  • ^ Prince, Ivan; Cowan, Brendan (6 December 2013). "RNZAF Avro 504K 201 to 206 & RAF Serials". NZDF Serials. Retrieved 16 July 2021.
  • ^ "Avro 504". Norsk Luftfartsmuseum. Archived from the original on 19 August 2016. Retrieved 23 May 2017.
  • ^ "WWI – Aircraft". Military Aviation Museum. Archived from the original on 2 October 2016. Retrieved 23 May 2017.
  • ^ "FAA REGISTRY [N504K]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved 23 May 2017.
  • ^ "AVRO 504K". Shuttleworth. Archived from the original on 5 June 2017. Retrieved 23 May 2017.
  • ^ "Airframe Dossier – Avro 504K, s/n BK892 RAF, c/n R3/LE/61400, c/r G-ADEV". Aerial Visuals. AerialVisuals.ca. Retrieved 23 May 2017.
  • ^ "GINFO Search Results [G-ADEV]". Civil Aviation Authority. Retrieved 23 May 2017.
  • ^ "Avro 504K biplane D7560 with 130hp Clerget engine, c 1917". Science Museum. Archived from the original on 3 July 2014. Retrieved 23 May 2017.
  • ^ "Avro 504K Plane". Science Museum. Retrieved 23 May 2017.
  • ^ "Airframe Dossier – Avro504, s/n H2311 RAF, c/n H2311, c/r G-ABAA". Aerial Visuals. AerialVisuals.ca. Retrieved 23 May 2017.
  • ^ "Avro 504K". Royal Air Force Museum. Trustees of the Royal Air Force Museum. Retrieved 23 May 2017.
  • ^ Simpson, Andrew (2014). "INDIVIDUAL HISTORY [E449]" (PDF). Royal Air Force Museum. Retrieved 23 May 2017.
  • ^ "Avro 504K (replica)". Brooklands Museum. Retrieved 16 July 2021.
  • ^ "Our Exhibits". Solent Sky. Retrieved 16 July 2021.
  • ^ Von Reuter, Jennifer (22 September 2009). "Company Making Antique Airplanes". NBC29.com. Frankly Media. Archived from the original on 18 August 2018. Retrieved 24 May 2017.
  • ^ Gaertner, John, "Building The Avro 504... A 25 Year Dream", WW1 Aero
  • ^ McCullough, Patrick; Haggerty, Tim. "World War I (1914–1918)". Cole Palen's Old Rhinebeck Aerodrome. Rhinebeck Aerodrome Museum. Archived from the original on 18 May 2017. Retrieved 23 May 2017.
  • ^ "FAA REGISTRY [N4929]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved 23 May 2017.
  • ^ Air Progress: 20. September 1971.
  • ^ "Avro 504K". National Museum of the US Air Force. 7 April 2015. Retrieved 23 May 2017.
  • ^ Donald, David (1997). The encyclopedia of world aircraft (Updated ed.). Ottawa: Prospero Books. p. 77. ISBN 9781856053754.
  • ^ John W.R. Taylor (1990). "forward". Jane's Fighting Aircraft of World War I. By Whittaker, W. E. De. B. New York, N.Y.: Military Press. pp. 50–51. ISBN 978-0517033760.

Bibliography

  • Andersson, Lennart (July 1998). "Histoire de l'aéronautique persane, 1921–1941: La première aviation du Chah d'Iran" [History of the Persian Air Force, 1921–1941: The First Aircraft of the Shah of Iran]. Avions: Toute l'aéronautique et son histoire (in French). No. 76. pp. 2–12. ISSN 1243-8650.
  • Bruce, J. M. (9 July 1954). "The Avro 504: Historic Military Aircraft No. 8, Part I" (pdf). Flight. pp. 41–44.
  • Bruce, J. M. (16 July 1954). "The Avro 504: Historic Military Aircraft No. 8, Part II" (pdf). Flight. pp. 83–88.
  • Bruce, J. M. (1965). Warplanes of the First World War – Fighter, Volume One, Great Britain. London: Macdonald.
  • Donald, David, ed. (1997). The Encyclopedia of World Aircraft. Aerospace Publishing. ISBN 1-85605-375-X.
  • Gerdessen, Frederik (April–July 1982). "Estonian Air Power 1918 – 1945". Air Enthusiast. No. 18. pp. 61–76. ISSN 0143-5450.
  • Holmes, Tony (2005). Jane's Vintage Aircraft Recognition Guide. London: Harper Collins. ISBN 0-00-719292-4.
  • Jackson, A. J. (1990) [1965]. Avro Aircraft since 1908 (Second ed.). London: Putnam. ISBN 0-85177-834-8.
  • Klaauw, Bart van der (March–April 1999). "Unexpected Windfalls: Accidentally or Deliberately, More than 100 Aircraft 'arrived' in Dutch Territory During the Great War". Air Enthusiast. No. 80. pp. 54–59. ISSN 0143-5450.
  • Lopes, Mario C. (November 1999). "Les avions Avro au Portugal: des inconnu aux plus célèbres" [Portuguese Avro Aircraft: From the Unknown to the Most Famous]. Avions (in French). No. 80. pp. 36–41. ISSN 1243-8650.
  • Magnusson, Michael (Winter 2007). "FMA : from 1945: The Story of Fabrica Militar de Aviones, Argentina: Part 1". Air-Britain Archive. pp. 155–158. ISSN 0262-4923.
  • Mason, Francis K (1992). The British Fighter since 1912. Annapolis, Maryland: Naval Institute Press. ISBN 1-55750-082-7.
  • Mason, Francis K (1994). The British Bomber since 1914. London: Putnam Aeronautical Books. ISBN 0-85177-861-5.
  • Mikesh, Robert C.; Shorzoe Abe (1990). Japanese Aircraft 1910–1914. London: Putnam. ISBN 0-85177-840-2.
  • Owers, Colin (1991). "Australian 504s". Air Enthusiast. No. 44. pp. 62–69. ISSN 0143-5450.
  • Prins, François (Spring 1994). "Pioneering Spirit: The QANTAS Story". Air Enthusiast. No. 53. pp. 24–32. ISSN 0143-5450.
  • Taylor, M. J. H. (ed.). Jane's Encyclopedia of Aviation. Jane's Publishing Company.
  • Thomas, Andrew (July–August 2001). "In the Footsteps of Daedulus: Early Greek Naval Aviation". Air Enthusiast. No. 94. pp. 8–9. ISSN 0143-5450.
  • Wauthy, Jean-Luc & de Neve, Florian (June 1995). "Les aéronefs de la Force Aérienne Belge, deuxième partie 1919–1935" [Aircraft of the Belgian Air Force]. Le Fana de l'Aviation (in French). No. 305. pp. 28–33. ISSN 0757-4169.

External links

  • Wikimedia Commons has media related to Avro 504.
  • Argentine AVRO 504 (Spanish) Archived 4 March 2016 at the Wayback Machine
  • Avro 504 site
  • RAF Museum Hendon/London
  • Biplanes.de German language page with Old Rhinebeck Aerodrome's Avro 504 reproduction
  • Biplanes.de German language page with assembly photos of ORA's Avro 504 reproduction
  • YouTube Video of Old Rhinebeck's Avro 504 reproduction in flight
  • Avro 504 in Greek service
  • Old Rhinebeck Aerodrome's Avro 504 page

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