1. The disposition of mark numbers in the AS.10/AS.46 production table is the result of a thorough review, in association with Geoff Sinclair, of the Serial/Delivery Ledger [13] and the Contract Delivery Cards [14], with some clarification from Hamlin [2]. 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, but the disposition of the different marks varies considerably. Reviewing these original documents has provided a solution to the strange 'Mk.I/II Inter' designation used by Taylor and Hamlin. 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. Note that the Mk.III is excluded as it was actually converted from a Mk.I.
    

   	This Site	Taylor [1]	Hamlin [2]	AB Registers [3]	Robertson [6]	Rawlings [7]	Air 20/1871 [23]	MAP [10]
   Total Mk.I	5944	6143	6255	6268	6124	6502	5942	5965
   Total Mk.II	2440	2163	2050	2115	2238	1882	2432	2414
   Total Mk.I/II Inter	0	75	75	0	0	0	0	0
   Total Mk.III	0	1	1	1	1	0	0	0
   Total Mk.V	196	198	199	196	217	196	190	190
   	8580	8580	8580	8580	8580	8580	8564	8569

   
   Note that Rawlings figures omit the following: Mk.I PH378, PH528 - PH535 (VB861-VB868) and VB869, Mk.II N6346, N6439 and P2045 - P2059. Since they are shown to exist, they have been added into Rawlings figures.
   Comparison is also given in the above table with two official accounts of Oxford production, RAF Census details per AIR 20/1871 [23], which gives total ordered (as opposed to delivered) as of June 1944, and Air Ministry and Ministry of Aircraft Production: Statistical Review, production 1939-1945, AVIA 10/311 [10]. Both the Census and MAP figures only give 190 Mk.Vs built, presumably the EB-serialled aircraft. It would appear that other authors have included aircraft that were converted to Mk.V later in their lives. Whether the six Mk.Vs attributed to Percival, LW928 - LW930, LW945 - LW946 and LW948, were built as such on conversions is unclear to this author, but Gearing [19] does give them c/ns out of sequence with the other aircraft in this batch, so this author has taken that to infer they were built as Mk.Vs.
   RAF Census figures (AIR 20/1871) ignore aircraft never received by the RAF plus official prototypes, but include production aircraft used for experimental purposes, they therefore omit the 11 sold to NZ pre war plus the 3 to Iran, all Mk.I, which were never RAF aircraft, along the Mk.III and Mk.V prototypes. However, this still leaves a discrepancy of 8 between the distribution of Mk.I and Mk.II aircraft. This discrepancy is possibly N6272 to N6279, which are M.II in the in the delivery logs and Mk.I in the contract cards.
   MAP figures include sold aircraft where they are counted in the contract cards (which is everything except the first order of 5 for NZ) but exclude the two burnt at the factory, the mark II and V prototypes and two others used for experimental purposes.
   Serials P9990 - P9999 and AP654 - AP657 have been recorded in publications as Airspeed Oxfords, but no records of the former exist in the serial number 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. Those for Percival are taken from Gearing [19], with the exception that for 240 a/c LW727 - LX152, Gearing has 241 c/ns and for 85 a/c NJ280 - NJ400 has 84, a slip of 1. This has been corrected. De Havilland c/ns are from Hamlin [2].
    
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.
    
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.
    
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 & 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 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, but the record cards for these are clear as going to the RAAF.
     
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, AS474 was originally destined for New Zealand.
     
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-class marking U-7). However, Hamlin [2] and the CAA Database G-INFO gives 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/Aircra/2273 to Phillips & 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, tted 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 ying 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 rst ight 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 conrmed."
     
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. Note that although the Contract Card [14] indicates P1860 as a Mk.II, the Serial/Delivery Ledger [13] gives this as a Mk.I. Similarly, the Contract Card [14] indicates P1861 as a Mk.I, the Serial/Delivery Ledger [13] gives this as a Mk.II.