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Bristol F.2 Fighter

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British and Colonial Aeroplane Company
IndustryAerospace, Aircraft manufacturing
Founded1910; 116 years ago (1910)
FounderFrank Barnwell
Headquarters
United Kingdom
ProductsAircraft, including Bristol F.2 Fighter


Template:Infobox aircraft

The Bristol F.2 Fighter was a British two-seat biplane designed for both fighting and reconnaissance roles during the First World War. Developed by Frank Barnwell at the British and Colonial Aeroplane Company, later known as the Bristol Aeroplane Company, it became widely recognized under nicknames such as the Bristol Fighter, "Brisfit", or "Biff".

Originally conceived to succeed the pre-war Royal Aircraft Factory B.E.2c reconnaissance plane, the incorporation of the new Rolls-Royce Falcon V12 engine endowed it with fighter-like capabilities.

After an initially poor reception, the final F.2B variant demonstrated excellent agility, capable of engaging single-seat fighters effectively. Its sturdy construction allowed it to remain operational in military service well into the early 1930s. Postwar, surplus models were adapted for civilian purposes, including conversions featuring passenger compartments.

Origins

By late 1915, the Royal Flying Corps sought a new aircraft for aerial reconnaissance and artillery observation to replace the aging Royal Aircraft Factory B.E.2c. A key requirement was improved self-defence during air combat.[1]

Multiple designs were proposed; the Royal Aircraft Factory introduced the R.E.8, while Armstrong Whitworth Aircraft developed what became known as the F.K.8.[1] In March 1916, Frank Barnwell of the British and Colonial Aeroplane Company began work on a B.E.2 successor.[1] This effort initially produced two variants: the Type 9 R.2A, powered by a 120 hp Beardmore engine, and the Type 9A R.2B, equipped with a 150 hp Hispano-Suiza.[2][3] Both featured fuselages mounted between wings with a gap between lower longerons and wing, and an extended fin beneath the fuselage—design choices aimed at enhancing observer firing arcs. The upper wing placement also minimized obstruction of the pilot's view.[2][1] Crew stations were positioned closely to facilitate communication between pilot and observer.

Prior to construction of either R.2A or R.2B, the arrival of the more powerful 190 hp (142 kW) Rolls-Royce Falcon inline engine prompted Barnwell to revise his design again.[1] The improved power-to-weight ratio shifted its intended role from merely replacing reconnaissance planes to competing with existing two-seat fighters like the F.E.2d and Sopwith 1½ Strutter. The resulting Type 12 F.2A was a two-bay biplane with equal-span wings, closely derived from earlier R.2 designs.

Prototypes

File:Prototype Bristol Figter.jpg
Bristol Fighter prototype featuring B.E.2d wings. Note the column radiators positioned on the fuselage sides, ahead of the wings.

In July 1916, development began on two prototype units; shortly thereafter, on 28 August 1916, a preliminary contract was secured for fifty production aircraft.[1] The first prototype took to the air for its maiden flight on 9 September 1916, powered by a Falcon I engine.[4] To expedite construction, it utilized B.E.2d wings (as Bristol was a primary manufacturer of that model), with the lower wings mounted on an exposed wing-anchorage frame and featuring end-plates at the wing roots.[5] The second prototype followed on 25 October 1916, equipped with a Hispano-Suiza engine and distinguished from the first by a tail-skid incorporated into the rudder base.[1]

Testing revealed that the prototype’s radiator setup obstructed the pilot’s visibility, prompting a redesign of the nose to accommodate a circular frontal radiator within the cowling.[1] Additional modifications during flight trials included removing the lower wing root end-plates and adding a low-profile coaming around the cockpits.[6] Official evaluations were conducted between 16 and 18 October 1916 at the Central Flying School, Upavon, where it was tested with both a four-bladed 9 ft 2 in propeller and a two-bladed 9 ft 8 in propeller. By its arrival at the experimental armament station at Orfordness, it had been equipped with a Scarff ring mounting over the rear cockpit and an Aldis optical sight.[7]

Production of only 52 F.2A units preceded the introduction of the definitive version, designated the F.2B (later known as Bristol Type 14), which first flew on 25 October 1916. Approximately the initial 150 F.2Bs were powered by Falcon I or Falcon II engines; subsequent aircraft featured the more powerful 275 hp (205 kW) Falcon III engine. This upgrade provided the F.2B with an increase of about 10 mph (16 km/h) in level flight speed compared to the F.2A and improved climb performance by reducing time to reach 10,000 ft (3,000 m) altitude by three minutes.

Armament

File:Bristol Fighter on field of Agincourt.jpg
Bristol Fighter equipped with Foster-mounted Lewis gun

The Bristol F.2 Fighter’s armament conformed to what had become standard for British two-seat military aircraft: a single synchronised fixed forward-firing .303 in (7.7 mm) Vickers machine gun, positioned beneath the cowling to prevent freezing issues, alongside a .303 in (7.7 mm) Lewis Gun mounted on a Scarff ring over the observer’s rear cockpit. Frequently, an additional Lewis gun was installed on the rear cockpit mounting; however, observers often found managing twin Lewis guns challenging at high altitudes where combat increasingly occurred during the war’s final year, leading many to prefer just one gun. Efforts were made to incorporate a forward-firing Lewis gun on a Foster mounting or similar rig on the upper wing—either replacing or supplementing the Vickers gun—but this arrangement interfered with the pilot’s compass located on the upper wing’s trailing edge. To reduce this interference, the Lewis gun was offset toward starboard.[8]

Alternative powerplants

The scarcity of Rolls-Royce aero engines of various models hindered plans to ramp up production, which was necessary for the F.2B to replace the R.E.8 and F.K.8 as the primary British two-seat aircraft. Consequently, efforts focused on identifying a dependable and adequately powerful alternative powerplant.[9] The Type 15 was equipped with a 200 hp (150 kW) Sunbeam Arab engine. Anticipating a drop in performance due to the less potent engine, the strategy was to assign Arab-powered Fighters to "corps" reconnaissance units, while reserving Falcon-powered machines for fighter–reconnaissance roles.[10] Under this plan, subcontractors producing Fighters under licence would install the Arab engine, whereas Bristol-manufactured Fighters would retain the Falcon engine.[9]

Ultimately, the Arab engine proved unsuccessful; it exhibited significant flaws in cylinder and crankcase design that caused persistent and severe vibrations, among other issues, and its cooling system required ongoing adjustments. Despite extended development efforts, the "Arab Bristol" combination never reached operational viability. Although a limited number of Arab-driven Bristols saw service late in the conflict, British reconnaissance units continued relying on the R.E.8 and F.K.8 until hostilities ceased.[10] The Type 16 utilized a 200 hp (150 kW) Hispano-Suiza engine, which performed better than the Arab but faced supply shortages due to demand from other aircraft such as the S.E.5a and Sopwith Dolphin. The proposed 300 hp (220 kW) Hispano-Suiza variant intended for the Type 17 was not produced in sufficient numbers before war's end.

Additional engines tested or proposed for the F.2B included the 200 hp (150 kW) RAF 4d, the 180 hp (130 kW) Wolseley Viper, and the 230 hp (170 kW) Siddeley Puma.[11] Trials conducted in February 1918 with the Puma engine revealed slightly improved performance compared to the Hispano-Suiza and Arab but highlighted difficulties in installation and reliability concerns. Later that year, in September, tests with a high-compression Puma model showed no meaningful performance gains, leading to abandonment of further development.[12] The Type 22 was a proposed variant designed for either a radial or rotary engine, featuring options such as a 200 hp (150 kW) Salmson radial, a 300 hp (220 kW) ABC Dragonfly radial (Type 22A), or a 230 hp (170 kW) Bentley B.R.2 rotary (Type 22B). However, this type number was ultimately assigned to the entirely new Bristol F.2C Badger design.

The All-Metal Bristol Fighter

The Bristol M.R.1 is frequently referred to as an all-metal iteration of the F.2B; however, it was an entirely new aircraft design, though its fuselage was situated between the upper and lower wings similar to the F.2B. Two prototypes were constructed, with the inaugural flight taking place on 23 October 1917, yet the M.R.1 did not advance to large-scale production.

American variants

File:13th Squadron - Dayton-Wright XB-1A.jpg
13th Squadron (Attack) - Dayton-Wright XB-1A, Kelly Field, Texas, 1921

Upon the United States' entry into World War I, the Aviation Section, U.S. Signal Corps of the United States Army had no competitive combat aircraft available either in service or development.[12] On 1 August 1917, General John Pershing, commanding the American Expeditionary Forces on the Western Front, personally recommended that the Bristol Fighter be produced domestically in the U.S., prompting plans for an American-built version by the United States Army Engineering Division.[12]

Initial proposals for American manufacture specified the 200 hp (149 kW) Hispano-Suiza engine.[12] A single F.2B Fighter was delivered to the Smithsonian Institution, Washington, on 5 September 1917. Efforts to commence production in America stalled when Colonel V. E. Clark of the Bolling Commission decided to redesign the Fighter to incorporate the 400 hp (298 kW) Liberty L-12 engine. This engine proved unsuitable due to its excessive weight and size, which caused persistent nose-heaviness in the aircraft.[13][12]

An initial contract for 1,000 units was awarded to the Fisher Body Corporation, later canceled and reassigned to the Curtiss Aeroplane and Motor Company.[12] On 7 December 1917, this order was increased to 2,000 aircraft. The first completed model, named U.S.A 0-1, emerged on 25 January 1918 despite Barnwell's reservations regarding some alterations, especially those involving the Liberty L-12 engine.[14] Bruce notes that miscommunications attributed to Major E. J. Hall of the U.S. Signals Corps rendered approximately 1,400 Curtiss production drawings obsolete. The aircraft’s reputation suffered due to three early crashes; one was due to pilot error while two others resulted from poor craftsmanship.[15] Ultimately, only 27 O-1 units were completed.[16]

Attempts to replace the Liberty L-12 with either a Liberty 8 or a 300 hp (224 kW) Wright-Hisso engine encountered both technical and political challenges. By July 1918, only one American-built Hispano-Suiza engine had been installed in a Fighter; this configuration gained approval from the U.S. Air Board, which advised Curtiss to halt work on the Liberty L-12 powered variant in favor of the Hispano-Suiza model.[15] Despite Curtiss’s objections, contracts for the U.S.A. 0-1 were canceled after producing just two prototypes and twenty-five production aircraft out of the planned two thousand.[13][15]

File:Dayton Wright XB-1A 64158 P-179.jpg
XB-1A 64158/P-179 at McCook Field, Ohio

W. C. Potter, Assistant Director of Aircraft Production, proposed manufacturing the original Bristol Fighter exactly as Barnwell had designed it but equipped with either a Liberty 8 or Hispano-Suiza engine.[15] This suggestion was disregarded; instead, eight aircraft were ordered—four powered by Hispano-Suiza engines as Engineering Division USB-1A models and four fitted with Liberty L-8 engines as USB-1B variants—with only one completed from each group.[13][15]

In 1918, the Dayton-Wright Company developed a revised model designated B-1A or XB-1A featuring a 330 horsepower (250 kW) Wright-Hispano engine installed within a newly designed wooden veneer monocoque fuselage.[15][16] A subsequent version named XB-1B employed the same powerplant.[15] The XB-1A was armed with two Marlin machine guns at the pilot’s station while the XB-1B carried two Browning machine guns; these variants were reportedly intended for nocturnal reconnaissance missions.[15] The Engineering Division at McCook Field produced three prototypes and Dayton-Wright manufactured an additional forty-four units.[17] According to Bruce, despite extensive attempts at modification and differentiation from the original design, none of these American-built Fighters surpassed the performance of their British counterparts.[15] Although some altered F.2 models saw use in America, no Bristol Fighters constructed in the United States were deployed with the American Expeditionary Forces in France.[16]

Postwar advancements

Following the war, the F.2B underwent further development, including the F.2B Mk II, a two-seat biplane designed for army cooperation, equipped with desert gear and a tropical cooling system; it made its maiden flight in December 1919, with 435 units produced. The Type 96 Fighter Mk III and Type 96A Fighter Mk VI were reinforced variants, with a total of 50 built between 1926 and 1927. Some surplus F.2Bs were converted for civilian applications. One such adaptation, the Bristol Tourer, replaced the Falcon engine with a Siddeley Puma and featured enclosed cockpits; this version achieved a top speed of 128 mph (206 km/h).

Operational history

File:Observer, pilot, and Bristol Fighter F2B aircraft.jpg
A Bristol F.2B Fighter from 1 Squadron Australian Flying Corps piloted by Ross Smith in Palestine, February 1918.

Just before Christmas 1916, initial production deliveries of the F.2A Fighter were completed, with 48 Squadron at Rendcomb becoming the first Royal Flying Corps (RFC) operational unit to receive this model.[7] On 8 March 1917, 48 Squadron was deployed to France in preparation for combat on the Western Front; Hugh Trenchard, 1st Viscount Trenchard was eager to have the F.2A Fighter and other new aircraft ready for the Second Battle of Arras, implementing deployment restrictions beforehand to maintain strategic surprise against German forces.[7]

The F.2A Fighter's inaugural offensive mission crossing enemy lines took place on 5 April 1917, coinciding with the British offensive at Arras.[7] During this patrol of six aircraft from 48 Squadron RFC led by William Leefe Robinson VC, they encountered five Albatros D.IIIs from Jasta 11, commanded by Manfred von Richthofen. Four of the six F.2As were downed—including Robinson’s plane, resulting in his capture—and another was severely damaged.[18][7]

Initial operational experiences with the F.2A Fighter led to skepticism regarding its combat effectiveness. The month marking its introduction to offensive roles became infamously known as Bloody April, characterized by heavy RFC losses that included significant Bristol fighter casualties.[7] At that time, two-seater aircraft generally lacked agility compared to dedicated fighters and often did not possess sufficient structural integrity for aggressive dogfighting maneuvers. Early crews flying the "Brisfit" adhered to tactics emphasizing formation flying and relying on their observers' overlapping fields of fire to defend against enemy fighters.[7]

File:Bristol F2B Fighters.jpg
Two Bristol Fighters in flight

Starting in May 1917, the improved F.2B Fighter rapidly replaced the earlier F.2A variant.[19] By July that year, the War Office mandated the F.2B as standard equipment for all fighter-reconnaissance squadrons, prompting a substantial increase in production orders. Despite placing large contracts for more units, manufacturing capacity struggled to meet the demand.[20]

Among the most notable aces flying this type was Canadian pilot Andrew McKeever, accompanied by observer L. F. Powell.[19] By late 1917, McKeever had secured thirty aerial victories while Powell had eight, all achieved while operating the Fighter. McKeever subsequently served as a flight instructor in England before commanding 1 Squadron of the newly formed Royal Canadian Air Force (RCAF), continuing to use the Fighter as his personal aircraft which was eventually brought back to Canada.[19]

File:1stSquadronAustralianFlyingCorps.jpg
Bristol F2B fighters: A7194 painted overall aluminium ("silver") dope and B1150 in standard khaki-green livery. No. 1 Squadron, Australian Flying Corps at Mejdel Jaffa Area, Palestine in 1918

Toward war’s end, the Bristol Fighter pioneered new capabilities including radio communications; 11 Squadron was among the first units equipped for this role.[15] Only the flight commander’s aircraft carried a transmitter while others had receivers enabling one-way command communication; however, because trailing aerials needed retraction before combat engagements, this somewhat limited operational effectiveness.[15] The Fighter also took part in trials conducted by the Royal Aircraft Establishment (RAE) involving parachute deployment; several aircraft were modified to carry static-line parachutes beneath their fuselages and testing continued even after hostilities ceased.[15]

Between September and October of 1917 alone, orders for approximately 1,600 F.2B Fighters were placed; by war’s conclusion, the Royal Air Force (RAF) operated around 1,583 F.2Bs across six reconnaissance squadrons on the Western Front and five Home Defence squadrons at home, with additional units flying them in theaters such as the Middle East and Italy.[15] Overall production reached a total of about 5,329 aircraft manufactured primarily by Bristol alongside other firms including Standard Motors, Armstrong Whitworth, and even the Cunard Steamship Company.[9] According to Bruce’s assessment at the time of the Armistice of 11 November 1918, the Bristol Fighter had established itself as preeminent within its category.[15]

Postwar

After the conclusion of World War I, the RAF quickly designated the F.2B Fighter as its primary aircraft for army cooperation duties. The aircraft remained active in roles involving army support and light bombing missions throughout the British Empire, notably within regions such as the Middle East and India. To accommodate operations in warmer climates, Bristol introduced versions of the Fighter fitted with specialized 'tropical' radiators and outfitted for desert conditions. Additionally, there were plans to adapt the Fighter for use as a carrier-based aircraft. This led to a non-powered airframe undergoing immersion testing in November 1918, and at least one model participated in deck landing trials, reportedly aboard HMS Eagle.

The F.2B continued serving in the RAF until 1932, with the final squadron operating it being 20 Squadron stationed in India. In New Zealand, the type remained operational for an additional three years beyond its RAF retirement. Excess units were transferred to ADC Aircraft, a British firm established to market surplus wartime planes; through ADC, numerous Fighters found their way to various international military operators. Bristol also maintained production and refurbishment of this model for some time after the war. Throughout the 1920s, Bristol developed multiple variants and derivatives of the Fighter, often featuring increased payload capacities, redesigned tail assemblies, and reinforced undercarriages.

The F.2B Fighter was incorporated into the fleets of the New Zealand Permanent Air Force and the Royal Australian Air Force (RAAF), as well as air forces from Belgium, Canada, Ireland, Greece, Mexico, Norway, Peru, Spain, and Sweden. According to Bruce, only a modest number entered service within Commonwealth air forces; larger quantities were sold internationally. Belgium acquired several Fighters via ADC Aircraft and subsequently secured a license to produce them domestically at Sociétés Anonyme Belge de Constructions Aéronautiques (SABCA).

In 1920, Poland procured 106 Bristol Fighters (104 powered by Hispano-Suiza 300 hp/220 kW engines and two equipped with Falcon IIIs), though some sources cite 107 units purchased. This made Poland the second largest operator of this type and one of its most prevalent aircraft during that period. Forty Fighters saw action during the Polish-Soviet War starting July 1920, including participation in the Battle of Warsaw, where they conducted reconnaissance and close air support missions. The remainder of the order became operational only after hostilities ceased. During combat operations, two aircraft were downed by ground fire, one was captured by Soviet forces, and several others were lost due to accidents. Following the conflict, surviving Fighters remained in Polish service primarily for reconnaissance and training purposes until 1932.

Operators

Template:Country data Afghanistan
Template:Country data Argentina
File:Flag of Australia (converted).svg Australia
File:Flag of Belgium (civil).svg Belgium
Template:Country data Bolivia
File:Canadian Red Ensign (1868–1921).svg Canada
Template:Country data Honduras
  • Honduran Air Force - Honduras introduced a single F2.B in 1921, marking its first military aircraft acquisition. It was destroyed by fire during a revolutionary attempt in 1924.[24]
File:Flag of Ireland.svg Ireland
File:Flag of Greece (1822-1978).svg Greece
Template:Country data Mexico
File:Flag of New Zealand.svg New Zealand
  • New Zealand Permanent Air Force operated seven Bristol F.2B Fighters from 1919 until 1936. Throughout its sixteen years of service with the NZPAF, the aircraft served roles including army cooperation, aerial surveying, and advanced pilot training.
File:Flag of Norway.svg Norway
File:Flag of Peru.svg Peru
  • Peruvian Air Force acquired three F.2Bs in 1921. Due to engine failures and scarcity of spare parts, these were grounded in 1923 and eventually scrapped.[25]
File:Flag of Poland.svg Poland
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Spain Kingdom of Spain
File:Flag of Sweden.svg Sweden
Template:Country data Kingdom of Yugoslavia
File:Flag of the United Kingdom.svg United Kingdom

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Survivors

As of 2007, there were three Bristol Fighters still certified for flight, alongside multiple replicas:

File:Bristol F2 Fighter REJS.jpg
A Bristol F.2 Fighter exhibited at the Imperial War Museum Duxford

Several substantially original airframes are preserved for static exhibition at various institutions:

Original airframe restorations currently underway include:

  • A fuselage under reconstruction to return to flying condition by the Ross Walton Family Collection located in Bardstown, Kentucky, USA.
  • In 2016, an airframe (BAPC.386) was acquired by Aerospace Bristol, situated at Filton Airfield in Bristol, UK, from a private US collection for restoration and exhibition in their new museum. It was mistakenly reported that this aircraft came from Ross Walton.
File:Wing structure of Bristol F.2B.JPG
Wing framework of an F.2 at the RAF Museum London
File:Bristol F2B Shuttleworth 2015.jpg
F2B from the Shuttleworth Collection in flight

Furthermore, numerous replicas are operated or exhibited worldwide. Among these is a full-scale replica F.2B marked A7288 (BAPC.387), constructed in 2010 by engineers from Rolls-Royce, Airbus, and GKN Aerospace-Filton to commemorate a century of aircraft manufacturing at Filton, Bristol—the original site where these Fighters were designed and built.

Specifications (F.2B)

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See also

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Notes

  1. ↑ Rivas notes that although Argentina obtained a license to manufacture the F.2B, these 10 were reconstructed from previously written-off Argentine F.2Bs involved in accidents.[22]

Citations

  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 Cite error: Invalid <ref> tag; no text was provided for refs named bruce 3
  2. ↑ 2.0 2.1 Cite error: Invalid <ref> tag; no text was provided for refs named B104
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Bruce v1 p97
  4. ↑ Barnes 1964, p. 106.
  5. ↑ Hare 2012, p. 117.
  6. ↑ Bruce 1965, pp. 3–4.
  7. ↑ 7.0 7.1 7.2 7.3 7.4 7.5 7.6 Bruce 1965, p. 4.
  8. ↑ Bruce Air Enthusiast Thirty-five, pp. 43–45.
  9. ↑ 9.0 9.1 9.2 Bruce 1965, p. 6.
  10. ↑ 10.0 10.1 Bruce 1965, pp. 6–7.
  11. ↑ Bruce 1965, pp. 7–8.
  12. ↑ 12.0 12.1 12.2 12.3 12.4 12.5 Bruce 1965, p. 8.
  13. ↑ 13.0 13.1 13.2 Bruce 1952, p. 591.
  14. ↑ Bruce 1965, pp. 8–9.
  15. ↑ 15.00 15.01 15.02 15.03 15.04 15.05 15.06 15.07 15.08 15.09 15.10 15.11 15.12 15.13 Bruce 1965, p. 9.
  16. ↑ 16.0 16.1 16.2 Cite error: Invalid <ref> tag; no text was provided for refs named guttmannhistory
  17. ↑ Wegg 1990, pp. 37–38.
  18. ↑ Bruce 1952, p. 588.
  19. ↑ 19.0 19.1 19.2 Bruce 1965, p. 5.
  20. ↑ Bruce 1965, pp. 5–6.
  21. ↑ Magnusson 2007, p. 155
  22. ↑ 22.0 22.1 Rivas 2019, p. 9
  23. ↑ 23.0 23.1 23.2 23.3 23.4 Holmes Aeroplane June 2015, p. 91.
  24. ↑ Rivas 2019, p. 67
  25. ↑ Rivas 2019, p. 81

Bibliography

  • Barnes, C. H. Bristol Aircraft since 1910. London: Putnam, 1964. ISBN 978-0-85177-823-5
  • Barnes, C. H. Bristol Aircraft since 1910 (2nd edition). London: Putnam, 1970. ISBN 0 370 00015 3.
  • Bruce, J. M. "The Bristol Fighter." Flight, 7 November 1952, pp. 587–591. OCLC 973948249
  • Bruce, J. M. Aircraft Profile No. 21: The Bristol Fighter. Profile Publications Ltd, 1965.
  • Bruce, J. M. "Bristol's Premier Fighter." Air Enthusiast, issue thirty-five, January–April 1988, pp. 24–47. Template:ISSN.
  • Bruce, J. M. Warplanes of the First World War, Volume 1. London: Macdonald, 1965.
  • Cheesman, E. F., editor. Fighter Aircraft of the 1914–1918 War. Letchworth, Harleyford, UK: Aero Publishers, Inc., 1960.
  • Cortet, Pierre. "Rétros du Mois." Avions: Toute l'aéronautique et son histoire, November 1998, issue 80, p. 34.
  • Gutman, Jon. Bristol F2 Fighter Aces of World War I. London: Osprey Publishing, 2007. ISBN 978-1-84603-201-1.
  • Hare, Paul R. Fokker Fodder. UK: Fonthill, 2012. ISBN 978-1-78155-065-6.
  • Holmes, Tony. "Database: Bristol Fighter." Aeroplane, June 2015, Vol. 43, No. 6, pp. 79–93. Template:ISSN.
  • Klaauw, Bart van der. "Unexpected Windfalls: Accidentally or Deliberately More than One Hundred Aircraft 'Arrived' in Dutch Territory During the Great War." Air Enthusiast, March–April 1999, issue 80, pp. 54–59. Template:ISSN
  • Kopański, Tomasz Jan. Samoloty brytyjskie w lotnictwie polskim 1918–1930 (British Aircraft in the Polish Air Force 1918–1930) (in Polish). Bellona, Warsaw: 2001. ISBN 83-11-09315-6.
  • Magnusson, Michael. "FMA : from 1945: The Story of Fabrica Militar de Aviones, Argentina: Part 1." Air-Britain Archive, Winter 2007, pp. 155–158. Template:ISSN
  • Morgała, Andrzej. Samoloty wojskowe w Polsce 1918-1924 [Military aircraft in Poland 1918-1924] (in Polish). Warsaw: Lampart, 1997. ISBN 83-86776-34-X.
  • Rivas, Santiago. British Combat Aircraft in Latin America. Manchester: Crécy Publishing, 2019. ISBN 978-1-90210-957-2.
  • Wauthy, Jean-Luc & de Neve, Florian. "Les aéronefs de la Force Aérienne Belge, deuxième partie 1919–1935." Le Fana de l'Aviation, June 1995, issue 305, pp. 28–33.
  • Wegg, John. General Dynamics Aircraft and Their Predecessors. London: Putnam, 1990. ISBN 0-85177-833-X.

External links

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