C.Barnes Bristol Aircraft since 1910 (Putnam)
The G.E.1 was at one point taken as the basis for Lt. C. D. Burney's hydrovane seaplane, and the X.1 derived from it is described later. Although underpowered, it was considered to be worth developing and an improved design, G.E.2, was put in hand for the Military Aeroplane Competition of August 1912. Two G.E.2 biplanes were built, No. 103 having a 100 h.p. double-row Gnome engine direct-coupled to the airscrew, while No. 104 had a 70 h.p. watercoo1ed Daimler-Mercedes engine with a two-to-one chain drive and nose radiator as in No. 64. No. 104 also had an Eisemann dual-ignition set for self-starting and was the only entry in the competition to be efficiently silenced, as required by the rules. Both aircraft were similar in construction to No. 64, but had round-tipped wings with increased gap and the fuselage was raised above the lower wing to improve airscrew clearance.
The G.E.2 biplanes (competition numbers 12 and 13) were to be flown, respectively, by Gordon England himself and Howard Pixton. The Daimler engine failed to develop full power and the unlucky number 13 had to be withdrawn early in the trials, but soon afterwards England damaged number 12 in a heavy landing and had to retire also. Just before this accident, England had a somewhat hair-raising experience. He had flown for 90 min., without much use of the controls, for the machine was remarkably stable, but found when he came in to land that the elevator movement was very restricted. He landed safely by using the engine switch, which was arranged to cut the ignition of one row of cylinders at a time, so providing some measure of engine-speed control. It transpired that England's mechanic, Temple Robins, had been making adjustments in the cockpit and had tied the elevator cables together to prevent their movement in the wind, and that England had been in a hurry to fly and had omitted the customary check for control freedom.
SPECIFICATION AND DATA
Type: Gordon England Biplanes
Manufacturers: The British & Colonial Aeroplane' Co. Ltd., Filton, Bristol
Power Plant 70 hp Daimler 100 hp Gnome
Span 40 ft 40 ft
Length 31 ft 31 ft
Wing Area 400 sq ft 400 sq ft
Empty Weight 1,100 lb 1,080 lb
All-up Weight 2,000 lb 1,980 lb
Speed 62 mph 68 mph
Accommodation 2 2
Production 1 1
Sequence Nos. 104 103
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M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
BRISTOL GE.2 biplanes
Two aircraft, developed from the GE.1, were built for entry in the Military Trials of August 1912. Both machines had increased span and rounded wing tips and the fuselage was mounted above the lower wing. One aircraft was fitted with an air-cooled rotary, the other retained a front radiator for a water-cooled engine with geared down propeller. Two aircraft were built, Works No. 103 with Gnome was No. 12, and Works No. 104 with Daimler-Mercedes was No. 13 in the Military Trials.
Power:
100hp Gnome fourteen-cylinder air-cooled rotary driving a 9ft 6in diameter propeller.
70hp Daimler-Mercedes four-cylinder inline water-cooled driving a four-bladed propeller at half engine speed.
Data No.103
Span 40ft
Chord 5ft
Area 400 sq ft
Length 31ft
Weight 1,080 lb (No. 104, 1,100 lb)
Weight allup 1,980 lb (No.104, 2,000 lb)
Speed 68 mph (No. 104, 62 mph)
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P.Lewis British Aircraft 1809-1914 (Putnam)
Bristol G.E.2
In addition to the pair of Coanda Military Monoplanes entered in the Military Trials held during August, 1912, the British and Colonial Aeroplane Company constructed two biplanes designed by E. C. Gordon England and designated G.E.2. They were basically more powerful developments of the earlier G.E.I design; both were side-by-side two-seaters with dual controls. Their engines differed, as works number 103 (Military Trials No. 12) was fitted with the fourteen-cylinder 100 h.p. Gnome, while works number 104 (Military Trials No. 13) was equipped with the less-powerful four-cylinder 70 h.p. Daimler.
In the Trials number 12 was piloted by C. Howard Pixton, while Gordon England flew number 13. Unfortunately, although they appeared in April, both were found to be under-powered for their size and were withdrawn from the tests. Extraordinary stability was displayed by Gordon England's machine when he took off with the elevators locked and flew for one and a half hours before discovering the fact. During the flying at Salisbury Plain the undercarriage of number 13 was damaged.
Both G.E.2s were two-bay non-staggered biplanes with their fuselages suspended between the wings. Rounded decking was fitted above and below the fuselage. No fin was fitted and the tailskid was mounted direct on to the rudder post. Twin nose-wheels were incorporated in the main undercarriage, and skids were fitted below the wing-tips. The metal panels over the nose of the fuselage were removable to facilitate access to the cowled engine. The Daimler engine installed in number 104 was removed later and was used to power the experimental Coanda Monoplane number 111.
SPECIFICATION
(Works number 103, Military Trials No. 12)
Description: Two-seat tractor military biplane. Wooden structure, fabric covered.
Manufacturers: The British and Colonial Aeroplane Co. Ltd., Filton, Bristol.
Power Plant: 100 h.p. Gnome.
Dimensions: Span, 40 ft. Length, 31 ft. Wing area, 400 sq. ft.
Weights: Loaded, 1,474 lb.
Performance: Maximum speed, 60 m.p.h.
(Works number 104, Military Trials No. 13)
Description: Two-seat, tractor military biplane. Wooden structure, fabric covered.
Manufacturers: The British and Colonial Aeroplane Co. Ltd., Filton, Bristol.
Power Plant: 70 h.p. Daimler.
Dimensions: Span, 40 ft. Length, 31 ft. Wing area, 400 sq. ft.
Weights: Loaded, 1,650 lb.
Performance: Maximum speed, 57 m.p.h.
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Журнал Flight
Flight, July 27, 1912.
THE MILITARY COMPETITION - THE MACHINES.
THE BRISTOL AEROPLANES.
OF the four machines entered by the British and Colonial Aeroplane Co., two will be tractor biplanes of the type designed by Mr. E. C. Gordon England, and the remaining two will be monoplanes of the well-known military type. The tractor biplanes will be flown by Messrs. C. H. Pixton and Gordon England, the monoplanes by Messrs. H. Busteed and James Valentine. Truly, with such a display of excellent machines and expert pilots, they should be successful in carrying off some of the more important awards. Next week we hope to publish photographs and complete descriptions of each machine. For the present, however, we must be content to mention their main characteristics : -
Main characteristics:-
Bristol Military Tractor Biplanes.
Motor 14-cyl. 100-h.p. Gnome
Span 40 ft.
Length 31 ft.
Area of main planes 400 sq. ft.
Weight 1,474 lbs.
Speed 60 m.p.h.
Propeller diameter 9 ft. 6 ins.
Pilot Mr. C. H. Pixton
Motor 4-cyl. 70-h.p Daimler-Mercedes
Length 31 ft.
Span 40 ft.
Area of main planes 400 sq. ft.
Weight 1,650 lbs.
Speed 57 m.p.h.
Propeller diameter (4-bIaded)
Pilot Mr. E. C. Gordon England
Flight, August 3, 1912.
THE MILITARY AEROPLANE COMPETITION.
THE MACHINES.
THE BRISTOL TRACTOR BIPLANE.
EARLIER in the year it will be remembered that the Bristol Co. modified their policy, as far as biplanes went, of adhering to a standard design of this type of machine. They introduced a tractor biplane, built from the designs of Mr. E. C. Gordon England, who, previous to turning designer-constructor, had served that firm most excellently as one of their pilots. The machine was characterized by its marked originality, and certainly did extremely good flying with the relatively low horse-powered engine, a 45-h. p. Clerget, with which it was fitted. The two biplanes that the Bristol Co. have entered for the trials are, really speaking, simply enlargements and refinements of the original design. In the early machine the fuselage was square in section. In the machines entered for the trials the fuselage is belled out on top and below by wooden formers over which the fabric is applied. It is sufficiently wide to seat pilot and passenger side by side, and, the body being arranged approximately midway between the two main planes, they are enabled to have a very good view of things going on below. The body has the further advantage of being deep, so that those seated inside may suffer no discomfort from the force of the relative wind when undertaking a long flight. As will be gathered from one of our photographs, duplicate control is fitted.
The landing chassis is perhaps one of the most interesting features of the machine. A single central skid is attached to the fuselage by hollow struts. These are inclined forwards to take the "drift" of landing, as well as the weight of the machine. To this skid are hinged a pair of axles, to the extremities of which wheels are fitted. Interposed between the body of the machine and points on the axle near the wheels, are compression springs, which not only absorb vertical shocks, but provide for strains resulting from landing in a side wind.
The constructional details of the machine are remarkably good throughout.
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