The Airspeed AS.10 Oxford is a twin-engine monoplane aircraft developed and manufactured by Airspeed. It saw widespread use for training British Commonwealth aircrews in navigation, radio-operating, bombing and gunnery roles throughout the Second World War.
The Oxford was developed by Airspeed during the 1930s in response to a requirement for a trainer aircraft that conformed with Specification T.23/36, which had been issued by the British Air Ministry. Its basic design is derived from the company's earlier AS.6 Envoy, a commercial passenger aircraft. After its maiden flight by Percy Colman on 19 June 1937, it was quickly put into production as part of a rapid expansion of the Royal Air Force (RAF) in anticipation of a large-scale conflict.
As a consequence of the outbreak of war, many thousands of Oxfords were ordered by Britain and its allies, including Australia, Canada, France, New Zealand, Poland, and the United States. Following the end of the conflict, the Oxford continued to achieve export sales for some time, equipping the newly formed air forces of Egypt, India, Israel, and Yugoslavia. It was considered to be a capable trainer aircraft throughout the conflict, as well as being used as a general-purpose type. A number of Oxfords are preserved today on static display worldwide.
Background During the 1930s, a major expansion of the Royal Air Force (RAF) had been directed by the British government, which led to the formulation and issuing of a number of operational requirements by the Air Ministry.Flight 30 June 1938, p. 628. One of these was Operational Requirement 42 (OR.42), which sought an advanced training aircraft for aircrew who would serve on bomber aircraft. As the RAF was in the process of changing from biplanes to monoplanes, which were capable of greater speeds and had more demanding flight characteristics, a suitable trainer was needed to serve this change. At one point the Avro Anson was considered for the role; however, it was thought that an aircraft which was more difficult to fly would be necessary. Accordingly, on 10 July 1936, Specification T.23/36 was issued to Airspeed for the development of a twin-engined training aircraft to meet OR.42.Hamlin 2001, pp. 18–26.
Development
The Oxford was based on the company's existing commercial 8-seater aircraft, the AS.6 Envoy, designed by Hessell Tiltman. Seven Envoys had already been modified for the South African Air Force (SAAF) as the "Convertible Envoy", which could be equipped at short notice with bomb racks and with a machine-gun in a hand-operated Armstrong Whitworth dorsal turret. Airspeed gained substantial benefit from its prior work on the Envoy and the Convertible Envoy in its development of the Oxford. The Air Ministry approved of the project, leading to an initial order for the type being placed during 1937.
It was decided to opt for a large first batch, totalling 136 aircraft, as this allowed for the implementation of more economical flow-line production at Airspeed's Portsmouth factory.Flight 30 June 1938, p. 631. On 19 June 1937, the first prototype Oxford, L4534, was first flown by chief test pilot C H A 'Percy' Colman from Portsmouth. Initially, two variants were planned; the Mark I, which was viewed as a general-purpose training aircraft equipped with a dorsal gun turret, and the Mark II, which lacked any turret but was instead fitted with dual controls. As further large contracts for the aircraft were placed with Airspeed, (100 Mk Is and 100 Mk IIs) it was arranged that de Havilland Aircraft would build them at Hatfield later, to meet the demands for Oxfords for training. Other companies also manufactured the aircraft.
By the end of production, a total of 8,751 Oxfords had been completed. Of these, 4,411 had been produced by Airspeed at its Portsmouth factory, another 550 at the Airspeed-run shadow factory at Christchurch, Dorset, 1,515 by de Havilland at Hatfield, 1,360 by Percival Aircraft at Luton and 750 by Standard Motors at Coventry.Middleton Aeroplane Monthly June 1980, pp. 325–326.
Design
The Oxford was a low-wing twin-engine cantilever monoplane, with a semi-monocoque fuselage, a conventional landing gear and a wooden tail unit. It was capable of reproducing the flight characteristics of many contemporary front-line aircraft. It was intended to be suitable for a range of training missions, including navigation, flying instruction, night flying, instrument flying, wireless, direction-finding, gunnery, and vertical photography. The Oxford incorporated various modern innovations and equipment fittings, including a full array of instruments and controls within the cockpit, which assisted in its principal trainer role. The Oxford could also be used in various secondary roles, such as an air ambulance and maritime patrol aircraft.Bridgman 1988
The Oxford was suitably representative as to enable pilots to progress to larger transport aircraft with ease, while possessing smooth flight characteristics.Flight 30 June 1938, pp. 628–629. The controls were relatively straightforward, typically remaining consistent and easily adjustable; the second pilot's position also has a full set of key flight instruments. It was equipped with the standard blind-flying panel, incorporating an airspeed indicator, altimeter, artificial horizon, directional gyroscope, rate of climb indicator and turn indicator. Life support equipment includes three oxygen regulators, a flowmeter, three bayonet unions and three high-pressure oxygen cylinders of 750 litres capacity.Flight 30 June 1938, p. 632. The view from the cockpit was considered to be very good, superior to the majority of its contemporaries but unavoidably interrupted by the engine cowlings creating blind spots.Flight 30 June 1938, p. 629.
It was normally operated by a three-man crew; the seating arrangement could be altered to suit various purposes, such as to better enable a specific training role. The cockpit had dual flying controls and a pair of seats, intended to accommodate a pilot and either a navigator or second pilot alongside. When used for bomb aimer training, the second set of controls would be removed and the space used to accommodate a prone bomb-aimer. When used as a navigation trainer, the second seat was pushed back so that it would line up with the chart table. Aft of the cockpit was a wireless operator station, facing aft on the starboard side of the fuselage. On the Oxford I, a dorsal turret was located amidships; it could be used for training navigators, bomb-aimers, wireless operators, air gunners and camera operators. The centre section can contain up to 16 practice bombs, which are controlled by bomb-release switches installed at the pilot and bomb-aimers' stations.
The Oxford was normally powered by a pair of Armstrong Siddeley Cheetah X air-cooled radial engines of . These were initially fitted with wooden fixed-position de Havilland propellers, but had been designed to accommodate variable-pitch propellers when these became available. Only 199 (Mk.V) were actually equipped with variable-pitch propellers but all Oxford cockpits contained a propeller pitch lever, allowing an instructor to insist it was moved from "Coarse" to "Fine" for landing to reinforce this important step for trainee pilots.Flight 30 June 1938, p. 629, 631. The starboard engine drives a hydraulic pump and air compressor, the former actuating the undercarriage and flaps while the latter is used for the braking system; a vacuum pump is also present for the gyroscopic instruments. The port engine drives a 500-watt electrical generator.Flight 30 June 1938, pp. 629, 632. The engine cowling has an inlet which draws cooling air into a tank; a pair of tinned steel oil tanks are also contained within the cowling. Welded steel construction was used for the nacelles, which attach to the centre section of the wing at four rubber-insulated joints.
The retractable undercarriage of the Oxford had broken-braced twin oleo legs that retract rearward into the engine nacelles. Although actuation of the retraction mechanism is normally achieved by an engine-driven pump, a manual mechanism is provided to force the wheels down in the event of an engine failure in flight. The undercarriage wheels are equipped with pneumatically-operated brakes, controlled by a lever set on each control column. For inspection, there are access panels beneath the pilot's cockpit for internal access to the flight controls, hydraulics and electrical components; inspection panels are also present in the outer wing sections.
The semi-monocoque fuselage of Oxford has spruce longerons and stiffeners underneath a plywood exterior. It was constructed in two sections on separate jigs, divided between the front and rear; these are joined together at the rear bulkhead. The forward bulkhead is reinforced so that the structure can withstand the impact of the aircraft turning over during landing. The elevator and fin of the empennage have a wooden spar and rib structure covered by fabric. The fuselage can be partially dismantled, the wing dividing into three sections, so that it can be transported by road. The wing uses a stressed-skin ply-covered structure using spruce flanges and ply webs. The spars were assembled in a single jig, while others are used for the elements of the leading edge and trailing edge. Similar construction to the centre section is also used in the outer panels. The wings have with hydraulically-operated split flaps, that extend between the ailerons.
Operational history
The Oxford (nicknamed the 'Ox-box') was used to prepare complete aircrews for RAF Bomber Command and could simultaneously train pilots, navigators, bomb aimers, gunners and radio operators on the same flight.Wilson 1998Fredriksen 2001, p. 15. In addition to training duties, Oxfords were used in communications and anti-submarine roles and as air ambulances in the Middle East.
The Oxford was the preferred trainer for the Empire Air Training Scheme and British Commonwealth Air Training Plan (BCATP), with over 2,900 sent to Commonwealth countries; Australia, Canada (where the majority of training was carried out), New Zealand, South Africa, and Southern Rhodesia. 27 Oxfords were on the strength of No 4 Flying Training School RAF Habbaniya, Iraq in early 1941 and some were converted locally for use as light bombers to help in the defence of the School against Iraqi forces.A V-M A G Dudgeon CBE DFC The War That Never Was Airlife Publishing, 1991
Oxfords continued to serve the Royal Air Force as trainers and light transports until the last was withdrawn from service in 1956. A small number of ex RAF Oxfords were converted to civilian use post-war, along with 152 more that were converted into 6-seat commercial airliners called the AS.65 Consul. Meanwhile a fair number of surplus RAF aircraft were sold for use by overseas air arms, some as early as 1943, but mostly post-war. (see below)
Most Oxfords in the UK were equipped with a knotted rope from the pilot's seat to the rear door to assist evacuation should the plane inadvertently be put into a spin, which it was almost impossible to recover from. When the pilot(s) released their seat belts centripetal force would hurl them to the rear of the plane, beyond the exit door, from which it was impossible to crawl forward to the door. The rope was installed as a response to a test by four airmen who tried to recover from a spin from 18,000 ft. When no recovery happened no matter what was tried the four released their harness and were hurled to the rear of their plane and there remained helpless as the spiral descent continued. However all was not lost. The plane was in such a flat spin when it reached the ground that it skidded sideways over the surface of a field until the tail section hit a haystack and broke off. The four airmen walked away relatively unharmed, the knotted rope being their only positive remedy for an Oxford in a spin.
Australia