Royal Aircraft Factory B.E.2 - Development

Development

The B.E.2 was designed by Geoffrey de Havilland as a development of his B.E.1, being virtually identical with the earlier aircraft, apart from the replacement of the water-cooled Wolseley of the B.E.1 with a 60 hp (45 kW) air-cooled Renault V-8 engine. It first flew on 1 February 1912 with de Havilland as the test pilot. The Renault proved a much more satisfactory powerplant than the Wolesley, especially after a 70 hp (52 kW) model was fitted in May that year, and on 12 August 1912 it set a British altitude record of 10,560 ft (3,219 m). Other prototypes of the production B.E.2 series included the B.E.5 and the B.E.6, which again essentially only differed from the B.E.2 in the powerplant installed. All of these machines were two-bay tractor biplanes with low-dihedral unstaggered wings incorporating wing warping for roll control. There was no fixed vertical fin.

The prototypes (including the B.E.1) were pressed into squadron service with the pre-war RFC, after testing at the Royal Aircraft Factory. In service, they were all fitted with Renault engines, and all were referred to as B.E.2s.

The first production machines, basically identical with the prototypes, were all powered by Renault engines from the outset, and were designated B.E.2a; the B.E.2b which followed was very similar, but included revised cockpit coamings, affording better protection to the crew. Some B.E.2bs were completed as B.E.2cs, and others had some B.E.2c modifications, such as sump cowlings and "V" undercarriages. At the outbreak of war these early B.E.2s formed part of the equipment of the first three squadrons of the RFC to be sent to France. In fact a B.E.2a of No.2 Squadron RFC was the first aircraft of the Royal Flying Corps to arrive in France after the start of the First World War, on 26 August 1914.

The B.E.2c was a major redesign which was the result of research by E.T. Busk and was intended to provide an inherently stable aeroplane. This was considered desirable to allow the crew's full attention to be devoted to reconnaissance duties. The first example, a converted B.E.2b, flew on 30 May 1914 and went into squadron service just before the outbreak of war. Relatively large orders were placed for the new version, with deliveries of production aircraft starting in December 1914. During 1915 this model replaced the early B.E.2s in the squadrons in France. The B.E.2c used the same fuselage as the B.E.2b, but was otherwise really a new type, being fitted with new wings of different plan form, increased dihedral, and forward stagger. The tailplane was also completely new. Ailerons replaced the wing warping of the earlier models, and a triangular fin was fitted to the rudder. On later machines this fin was enlarged, to reduce a tendency to swing on takeoff, and to improve spin recovery. After the first few aircraft, production machines were powered by a development of the Renault engine, the RAF 1a, and the twin skid undercarriage was replaced by a plain "V" undercarriage. A streamlined cowling to the sump was also fitted to later models, while a cut-out in the rear of the centre section marginally improved the observer's field of fire, as well as giving the pilot a better view forward over the wing.

The B.E.2d was a dual control version. Otherwise identical to the "c" variant it had full controls in the front cockpit. These necessitated a revised fuel system, and the "d" usually featured a large gravity tank under the centre section. It was heavier than the "c" and had a reduced performance, climb in particular suffering in comparison with the "c". Most B.E.2ds were used as trainers, but a few supplied to Belgium were used operationally. These were re-engined with Hispano engines, apparently with further modifications to the fuel system, and as they could be flown from the front cockpit the occupant of the rear cockpit had a much better field of fire for his gun(s).

The c began to be superseded by the final version, the B.E.2e, nicknamed the "Quirk", in 1916. This variant was again distinguished by completely new wings, braced by a single pair of interplane struts per side (as a "single-bay" biplane), and a set of shorter wingspan lower wing panels. The ailerons, on upper and lower wings, were joined by light struts. The tailplane was again a new unit - being smaller than that of the B.E.2c and d - and the larger, quadrant shaped vertical fin of the late B.E.2c became standard. It was intended to fit a new version of the RAF 1 - the RAF 1b - but in the event this engine did not achieve production status, and the B.E.2e used the same engine as its predecessor, considerably reducing the expected improvement in performance.

Many B.E.2c and B.E.2d aircraft still under construction when the new model entered production were completed with B.E.2e wings - to rationalise the supply of spare parts these aircraft were officially designated as the "B.E.2f" and "B.E.2g".

Some 3,500 B.E.2s were built by over 20 different manufacturers: an exact breakdown between the different models has never been produced, although the B.E.2e was almost certainly the most numerous.

The B.E.9 and the B.E.12 were variants designed to give the B.E.2 an effective forward-firing armament - the B.E.12 (a single seater) went into production and squadron service, but was not a great success.