O.Thetford, P.Gray German Aircraft of the First World War (Putnam)

A.E.G. B II
   Powered with a 120 h.p. Mercedes D II engine, this 1914 design was used in small numbers on unarmed reconnaissance duties. This aircraft was the forerunner of the later C I design.

A.E.G. B III
   This 1915 development of the B II design was used both for unarmed reconnaissance and as a school machine. Engine, 120 h.p. Mercedes D II. Span, 131 m. (42 ft. 11 3/4 in.). Speed, 110 km.hr. (68.75 m.p.h.).

J.Herris AEG Aircraft of WWI (A Centennial Perspective on Great War Airplanes 16)

AEG B.II

   In late 1914 Idflieg ordered the improved AEG B.II powered by the 150 hp Benz Bz.III. This aircraft, company designation Z9, was a more compact development of the earlier B.I. Nothing is know about designs Z7 and Z8; these were probably unbuilt projects. The first production AEG B.II was rolled out in February 1915 and arrived at the front in April 1915. According to AEG records, ten aircraft were delivered and some served at the front until August-September 1915. Some B.II biplanes were re-engined with a 120 hp Mercedes D.II engine and fitted with dual controls for training purposes.
  
AEG B.II Specifications
Engine: 150 hp Benz Bz.III 120 hp Mercedes D.II
Wing: Span Upper 13.07 m
Span Lower 11.83 m
Chord Upper 1.60 m
Chord Lower 1.60 m
Gap 1.95 m
Area 36.0 m2
General: Length 7.95 m
Track 2.30 m
Empty Weight 710 kg
Loaded Weight 1,125 kg
Maximum Speed: 130 kmh
Climb: 1000m 4.5 min


AEG B.III

   The AEG B.III (company designation Z10) was built in January 1915 as a lightened derivative of the B.II. Visually, the difference was a rounded fin and rudder and use of the 160 hp Mercedes D.III six-cylinder engine. As far as is known, only one B.III was built. Performance testing of the B.III compared to the B.II showed the B.III had a poorer climb despite being 10% lighter and having a slightly more powerful engine. Investigation revealed the bulged center-section gravity tank interfered with airflow from the propeller,- when the tank was removed and the wing gap increased the B.III achieved the expected climb rate. As a result, starting with the AEG C.IV the center-section tank and airfoil radiator were eliminated from AEG designs. This improvement was later confirmed by wind-tunnel tests at Gottingen.