Actual Aircraft
Avro 504N (L.B.I.) originally located at the Dansmarks Flyvemuseum in Billund, Denmark. Now
located at the Dansk VeteranFlysamling Danish Collection of Vintage Aircraft.
Avro 504J/K B3182 (N3282C) Weeks Air Museum, 14710 SW, 128th St. Miami, FL. 33186 Avro 504J/K B3182 has a
fascinating story behind it. B3182 was one of 150 504J's built by A.V.Roe at their Hamble factory in 1916. B3182 was
powered by a 130 hp Clerget rotary engine. At some point the lower right wing was replaced by one built in November of
1918. Surviving the First World, it was imported into the Mexican Central Highlands and used as a trainer and hack. The
record shows that it was recovered in 1925 and then loaned to a training school in 1931. The plane was impounded during
WW II and used as a training aid for would be mexican military pilots. Returned to its owner after the war, it was located by
an airline pilot and brought back to the United States for restoration in the late 1960's early 70's. The plane was restored by
Dean Wilson in Boise, Iowa over a three year period. It was first flown on August 3, 1972 in Boise by Mr. Wilson. During, or
following the restoration it was sold/transfered to J.L. Terteling, owner of an extensive collection of antique aircraft. Bought at
auction by Kermit Weeks in 1988, it was flown by him before being seriously damaged in Hurricane Andrew in 1990. As of
the summer of 2006 it was under repair and restoration at
Fantasy of Flight Aviation Attraction Thanks to Dean Wilson and
Ken Kellett for their assistance.
Former RCAF restored (1966-67) 504K is now on display at the US Air Force Museum in Dayton,
OH as of May 2003. On January 29-30, 2007 I was able to perform a photo survey of the aircraft.
(Thanks to Sarah Swan Public Affairs Specialist for your help.) The aircraft is painted to represent
one of the 52 504K's used as aerobatic trainers at the AEF Number 3 Instruction Center, Issoudun,
France, 1918. I have several dozen original pictures of this particular aircraft being restored that I
received from the RCAF Photorgaphics Department.
US Air Force Museum
Avro 504K D7520 Science Museum, South Kensington, London SW7 2DD

The Science Museum of London's 504 is displayed in 'The Making of the Modern
World' exhibition. It is suspended, together with the Electra which used to be at
Wroughton and flew over from the US with the Boeing 247 some years ago. Thanks
Nick Forder.
Avro 504K D7520 was on display at The Museum of Army Flying when the author last
visited in 1998.

Look for additional pictures to be posted in the future.
                  Avro 504K H5199, ex-3404 The Shuttleworth Trust , Old Warden Aerodrome, Biggleswade, Beds SG18 9EP

                                                   The following story appeared in WW I Aero No. 73 April of 1979  

Avro 504K the following article on the Avro owned by the Shuttleworth Collection, Old Warden Aerodrome, Biggleswade, Beds, is taken
from their fine journal, PROP—SWING:

We are most grateful to Brian Lewis one-time owner of our Avro 504, for this detailed story of its background, which in the past has
been obscure. Now that we have picked one thread of its true identity, we can add morn This aircraft, spuriously serialled E3404, was
known to have been a 504N and con vetted to a K during its restoration programme for the Collection. What we have just discovered,
though, is that it was built in 1918 as a 504K as H5199, later converted to a 504N, sold on the civil market in 1937 to become G-ADEV
as which it won the Devon Air Race in 1937 at an average speed of 103 m.p.h., flown by Captain Percival  Phillips, D.F.C., formerly
pioneer joy-riding pilot of Cornwall Aviation CO.; in 1940 'EV was pressed for glider towing work to gain a second Service serial,
BK892, spending some time at the Central Landing Establishment at Ringway before being withdrawn as late as June 1942; then, a.’
an instructional airframe, it became 3118M to end with No. 1264 Squadron. Air Training Corps, at  Ashville College, Windermere. So
E3404’ has a longer life behind it than we had realised . When it is next repainted - alas, not due for some time, would members
prefer  it to revert to its true, original 504K serial as H5199?

Further to recent discussions concerning the Avro 504K I think that after some pretty exhaustive research Imay have finally discovered
its origin.

It came as something of a surprise to learn that it started life as a civil aircraft used for towing advertising banners, briefly joined the  
RA.F. for experimental work, and spent the war and early post war years stripped of fabric and identity until I acquired it in 1951,
Following our meeting I took the opportunity of a brief stay in Portsmouth to seek out some fomer colleagues of my old Airspeed days,
who would have been with the company before the war. As you can imagine they took quite a tot of finding, but I was able to track down
a small number. From one or two veteran gentlemen I was able to piece together the fact that the aircraft first appeared at Portsmouth
in 1939, and although a military aeroplane, had markings painted over -a civil registration. Then I had the good fortune to meet a lively
eighty-year-old, former Airspeed flight shed man, called Harry Knight, who remembered that the 504 had the same serial as were his
late wife’s initials. B.C., although he could not recall the numbers.

A check of the records of early RAF. serial numbers for a 504N as it then was, which had serial letters BK, and might have been in civil
livery revealed that it was in fact BK892. The rest was comparatively easy. A couple of phone calls, and a few visits to the reference
library later, and I had the remaining pieces of the jig-saw. I will try and set out the history in chronological. In 1935 the Armstrong
Siddeley Lynx-powered Avro 5O4N was first registered as G-ADEV, and operated by Air Publicity Ltd at Heston as an advertising
banner tug (hence the winch gear which I removed in 1952) and general transport. Sometime in 1939 it was with three other 5O4N’s
acquired from Air Publicity by the RAE and designated for experimental glider work. Roundels and the serial 8K892 were painted over
the existing Air Publicity colour scheme, and sometime later in the same year it arrived at Portsmouth in connection with some
projected glider work to be undertaken by Airspeed Ltd.

After standing about in the hangar for a time the engine was for some reason removed. Cynical ex-employees of the Company
suggest that Airspeed were not above cannibalising anything, but I prefer to think that it was re moved for servicing. However, the
engine was never refitted, as the now power less airframe was eventually taken into the main fitting shop where, br even more obscure
reasons, it was dismantled and stripped of fabric.

The war years passed, and where the 504 rested the workshops were re organised to become the main components store. As the
racks and shelving grew so the airframe was lifted to the top, and years later in 1951, this is where I found it.
I had at the time just obtained my first pilots licence and was completing my apprenticeship with Airspeeds, or de Havillands as it was
by then, and after a number of interviews, obtained the aircraft for a nominal sum. I was even at first allowed to use a corner of the
workshop for the initial inspection and renovation work. The airframe was in excellent condition, hut alas, not so the engine which had
been dumped in a remote corner. As you will have seen from my 1952-3 correspondence with Avro, I toyed with the idea of fitting a
Gipsy engine even though I could not afford to buy one. A couple of years, and considerable airframe work later (with more than a little
help from my friends) I joined the R.A.F. and had to remove the 504 to a large hut owned by my father. Needless to say time and
available funds dried-up, and when agents for Elstree Studios were found to be looking for a typical training aeroplane of the inter-war
years I reluctantly parted with what my family described as my “hair-brained hobby’! Looking back, I should probably still have been
trying to afford to complete the machine, so perhaps it was for the best. In order to prepare the aircraft for the film “Reach for the Sky” it
was sent to Avro at Woodford where it was rebuilt as a 504K in the Apprentice School. The rest you know, but I am glad that the story is
now complete. I cannot imagine why I did not bother to find all this out in 1951; impetuous youth I suppose!
One final thing I admit with shame. The old, probably irreparable Lynx engine did not leave me with the airframe. What actually
happened to it is obscure, but it remained in my father’s hut and when he sold the land for building it was probably bulldozed with
much other junk that I had left be hind. It may now well be resting under the front room of somebody’s ”semi’.
I do hope that you will find all this as interesting as I have done; it is somehow contenting to know the whole story.

(But where, Oh where, is that Lynx? —ED.)
Avro 504K E449 (s/n) 927) rebuilt from G-EBKN and G-EBJE, The RAF Museum, Hendon, London NW9 5LL

Thanks Peter Lewis for the picture.
Avro 504K H-2311, G-ABAA, The Museum of Science and Industry in Manchester, England

Thanks David Lunn
Southampton Hall of Aviation , England ADJ built Avro 504J replica. 'C4451' Avro 504J replica (BAPC.210)
Avro 504K H2174 Power House Museum, Sydney, Australia, converted to represent Qantas's first aircraft.

History of the Qantas Avro 504K on display at Mascot

In July of 1965 Qantas Airways embark on the project to recreate a flying replica of the very first aircraft they began service with in February of 1921. The Trustees of
the Australian War Memorial in Canberra loaned Qantas an original Avro 504K that had been in storage at the Royal Military College Duntroon. The complete
airframe was loaded into a DC-3 and flown to Sydney for restoration. This particular 504 had been built in Manchester some time late in 1918 and was assigned
the RAF serial H.2174. Approximately one year later it was made part of the British Government’s Imperial Gift to Australia of 47 504’s. Stationed at Point Cook
airfield it was ssigned the serial A3-4 and used for basic pilot training.

With the advent of new training aircraft, A3-4 was turned over to the War Memorial by the Australian Air Board in 1929 where it was later placed on public display.
Then sometime in the 1950’s it was placed into storage where it remained for at least 8 years. During the initial phase of the Qantas restoration the Avro as fitted
with an authentic nine cylinder Clerget rotary engine similar to those installed on many 504Ks. But historically, the original Qantas Avro had been powered by a
water cooled, six cylinder, in-line Sunbeam Dyak engine. Fortunately for Qantas, they were able to purchase from an individual in Mullumbimy, New South Wales
an original Dyak engine which was refurbished by Qantas engineers and apprentices and later installed in the modified fuselage of the 504 K.

The history of the original Qantas Dyak Avro is interesting in itself. A.V.Roe had granted sales rights in Australia to H.E. Broadsmith, a former manager at their
Manchester factory. Broadsmith formed the Australian Aircraft and Engineering Co. Ltd., in association with Capt. Nigel Love and Lt. Warneford and they set up
shop at Mascot Field, near Sydney. G-AUBG as Qantas’s aircraft had been designated was built from parts that were shipped out to Australia in late 1920. It was
fitted with a Sunbeam Dyak engine due primarily to the lack of spare rotary engines at the time. G-AUGB went on to fly more than 280 passengers and cover more
than 7,400 miles in the time of only a few months.

December 19, 1965 saw the public debut of the new Dyak Avro. Sir Hudson Fysh, one of the original founders of Qantas, taxied the aircraft into position under the
massive wing of a Qantas Boeing 707 passenger jet at the Mascot airport, much to the delight of the many aviation enthusiasts looking on.

In November on 1991 I traveled to Australia and was fortunate enough to be able to see the “new” Dyak Avro on display, hanging in the Sydney Powerhouse
Museum. Unfortunately, since it was suspended I was unable to perform a thorough photographic survey of this particular example. Following a great deal of letter
writing and waiting many months a package arrive in the mail address to me with an Australian return address. Upon opening the package I discovered at least
50 carefully made mechanical drawings from the original Qantas Airframe and Power plant mechanic who had lead the restoration work back in 1965. He said in
his letter that he was sending me the drawings because no one else had expressed any interest in them and that I was the first person to contact him in over 20
years about this project. So I have carefully added them to my Avro 504 Archive. They, of course, included the necessary modified engine brackets to allow the
hanging of the Sunbeam Dyak engine.
Avro 504K H2173, Australian War Memorial, GPO Box 435, Canberra ACT 2601,
The Canada Aviation Museum's Avro 504K D8971 G-CYCK was originally built in 1918 by the Grahame-White
Aviation Co. The aircraft was traded by several different owners before being acquired by the RCAF and
resored to flying condition in 1966-67. It was flown on public display for the Canadian Centennial
Celebrations along with 504K H2453.
Avro 504K G-CYEI, Canadian Aviation Museum, Winnipeg
Avro 504K E448 Ex G-EBNU (1H-49) AV-57. The Aviation Museum of Central Finland, Luonetjarvi Air Force Base, Tikkakoski Finland. Purchased by the Finnish Air
Force for evaluation in 1926 where it logged 258 hours before being with drawn from service in November of 1930. Restored in the 1960's.
Avro 504K, ZK-ACU was one of six 504's purchased by the New Zealand Government in 1925 for currency training of New Zealand military pilots. This aircraft was part
of an order of "new Avros" that were to replace the 20 post W.W.I British Government's Imperial Gift aircraft that had reached the end of their service life by the mid
1920's in New Zealand. These six "new Avros" had construction numbers A.201 thru A.206 and were designated by the RNZAF as '201' thru '206'. By 1931 the RNZAF
had acquired sufficient number of DH60 Moths to retire the remaining 504's ('204' and '205' having been destroyed by accidents) and the four surviving 504's were sold
into private hands. These aircraft were given the civilian registry of ZK-ACN, ACU, ACT, and ACS. ZK-ACU went through the hands of several owners and was modified
privately during this post military operational period. It was finally removed from the civil registry in August of 1938! The remains of the ZK-ACU were sold to C. Parker of
New Plymouth and went to E.R. Brewster of New Plymouth. Upon this person's death what was remaining of the aircraft was transferred to the Taranaki Aviation Marine
& Transportation Museum. In 1987 the Vintage Aero Club set out to restore the aircraft but lack of a suitable engine hampered the project. A few years later Stuart
Tantrum of Levin assumed the project and has been working on it ever since. This web site owner has been in touch with Mr. Tantrum on numerous occasions and
has offered some modest assistance to his project. The aircraft is currently located at the Omaka airport outside of Blenheim in the South Island. (Thanks Peter Lewis
for all of this update!)
Avro 504K at the Norwegian Aviation Center in Bodo Norway. Norsk Luftartssenter, Olva V gt., Bodo, Norway.

Thanks to Jon Harald Holm, Curator for all of your help in my research.
Avro 504K replica (?) on display in Spain. Do you know any more about this aircraft?
Nigel Hamlin-Wright's Avro 504K G-ECKE  Built by ADJ Engineering powered by a 145 HP. Warner Scarab Radial Engine with a Hoffman propeller.

Click on the image to go to additional pictures of this aircraft.
Last Updated: May 2017

Contact Us
ADJ built non-flying replica on display in Chile
photo provided by Jerry Wells
Blue Swallow Aircraft now owns the original Avro 504K A201, which was the sister aircraft to Stuwart Tantrum's A202.
We hope to have this plane restored to its original configuration at some time in the future.