In May 2011, an Edwardian silhouettegraced the skies above Sywellaerodrome in Northamptonshire.

‘Biggles Biplane’, a unique replica of a1914 BE-2c observation aircraft, made itsfirst flight after a six-year-long restoration,allowing owners Steve Slater and MatthewBoddington to fly an aeroplane that mighthave been flown by Biggles himself.‘Biggles Biplane’ was built at Sywell in

1969 as a film replica, designed to lookand fly in an identical manner to Britain’s –and the world’s – first purpose-designedmilitary aeroplane. It was initiallycommissioned by Universal Studios for aplanned big-budget movie, ‘BigglesSweeps the Skies’, based on the books byCaptain W.E. Johns.The original BE-2 was one of the most-

used biplanes of the First World War and

was typical of the types flown by Johns,who in 1918 became an instructor andlight bomber pilot, rather than flying theSopwith Camel fighters of his fictionalhero.The replica was built by Matthew’s

father, Sywell-based engineer CharlesBoddington, as one a fleet of aircraft forthe Biggles film, which it was hopedwould emulate previous box office hitssuch as ‘The Blue Max’ and ‘ThoseMagnificent Men in Their FlyingMachines’. Sadly, however, the Bigglesfilm was canned before filming waseven started.The aeroplane was shipped to

America and sold to a WW1 ‘flyingcircus’. It made its last flight in theUSA on June 14th 1977. Trying toforce the aeroplane to climb too steeply on

Being BigglesBeing Biggles

Steve Slater tells the story of a BE-2c which is not quite100 years old but has a history of its own

22 General Aviation February 2012

for aerial observation and its ability to beflown hands-off allowed pilots to sketchmilitary dispositions on a specially-developed drawing board in the cockpit, inthe days preceding aerial photography.For those of us trained on more

contemporary machinery, the BE-2 replicacertainly poses a challenge. Starting the deHavilland Gipsy Major 10.1, which isspecially modified to run in an uprightconfiguration, is a little different frommerely shouting “clear prop” and turning akey. It is most definitely a two-person job.First of all, one climbs onto a

conveniently placed ledge on theundercarriage, then balances on the large-diameter mainwheel to hold down a brassbutton on the carburettor and manuallypump fuel to flood the inlet manifold.When surplus fuel begins to drip from anoverflow you climb down, taking care notto trip over the odd bracing wire, and headfor the scary end.With the pilot strapped into the rear

cockpit (the front cockpit is right on thecentre of gravity, therefore the presence orotherwise of its occupant doesn’t affect thec of g) the person outside of the cockpit isin charge because they are hand-swingingthe potentially lethal eight foot six inchpropeller.Ensuring that the chocks are in place,

the throttle is closed and that the magnetosare switched off, one steps between thelong ash undercarriage skids designed, likethe large diameter main wheels, to preventnosing over on the rough ground of earlyWW1 airfields. Firmly grasping the

propeller, but taking care not to loop one’sfingers over the trailing edge in case of akick-back, one pulls the blades througheight compressions.That completed, one ensures again that

chocks are in place and the throttle set bythe pilot, and calls ‘contact’, at the sametime giving a thumbs-up signal whichshould be returned by the pilot once themagneto switches are on. A firm pull onthe blade, while at the same time steppinga pace backwards, should see the enginerumble into life.Once up and running, around four

minutes is required for the two gallons ofengine oil to warm to working temperature,before a run-up and magneto check iscarried out while the aeroplane is stillchocked. The reason? No brakes!‘Chocks away’ therefore assumes a new

a hot, still afternoon in Wisconsin, the pilotlost control and spun into the ground fromaround 500 feet. Thankfully he escapedwith just a broken leg.The remains were stored by an

American Tiger Moth owner, Bill King, whohung them in the rafters of his shed,hoping they may provide some useful partsfor his own aircraft.The BE-2 was effectively lost until late

2004 when it was spotted by Sywell-based Tiger Moth owner Chris Parker, whohappened to be visiting Bill King in theUSA. Bill King agreed to part with theaircraft only because of the connection ofthe Boddington family. In 2005, Steve andMatthew flew to New York to bring theremains home.“Right from the start of the restoration

we made a commitment to re-using asmany original parts as possible,commensurate with safety” says Matt. “It’sbeen very time consuming, but one of thebeauties of the BE-2 is that it is a verysimple design and doesn’t require high-tech materials.”

Flying the BE-2The original BE-2 was designed byGeoffrey de Havilland for the Royal AircraftFactory in 1912, therefore the design isshortly to become a century old. At thetime it was at the cutting edge of availabletechnology and the world’s first naturallystable aeroplane.Earlier designs such as the Bleriot and

Boxkite are unstable in all three axes, mostparticularly in roll. The BE was designed

General Aviation February 2012 23

Far left: 1969 press cutting tells the story ofthe original build

Left: the world’s first purpose-designedwarplane photographed in Amiens 98 years ago

Above: a BE-2 in flight over the Royal ArmyAircraft factory, Farnborough, in 1913

Above right: original builder Charles Boddingtonwith his aircraft in 1969

significance, although the steel-shodwooden tail skid acts as an effective brakeat lower speeds while taxying on grass.Manoeuvring is carried out by using aburst of power to generate airflow over therudder and providing a little forward stickto unload the tailskid.In tighter confines a ‘wing-walker’

running alongside the aeroplane andexerting pressure on the appropriateleading edge can act as both steering andbrake. They are also a useful set of addedeyes, as the view ahead is restricted bystruts, wires and the upright engine.In common with others of its era, the

BE-2c was designed for operating fromopen fields, into wind. The aircraft’scrosswind tolerance is limited. To zero. Theaircraft’s high centre of gravity andrelatively inefficient ailerons will mean thatany drift on take-off or landing could resultin a wing lifting uncontrollably. Bamboo

hoops are placed under the wing tips asprotection, but a major swing wouldprobably lead to the wire-spoked wheelscollapsing too.Normally, taking off from the downwind

edge of a grass runway and pointing intothe wind will see the biplane airborne bythe centre-line, climbing out at 55-60 mphand cruising at a leisurely 65. Handling isbest described as ‘stately’. As with manyolder aeroplanes, the ailerons are lesseffective than the rudder and elevator, soone effectively initiates the turn withrudder, then balances the aircraft withaileron input. Bank angles of more than30 degrees are normally avoided as the

24 General Aviation February 2012

Above: sorry state – the BE-2 as she wasfound in a hangar in upstate New York in 1999Top right: almost ready to fly away – slightaccident damageRight: Matthew Boddington and Steve Slaterin 2009 during the rebuild

Author Steve Slater runs up the BE-2’s engine for the first time

aeroplane is likely to lose airspeed rapidly,but its only real design quirk is that therudder isn’t fully self-centring. For a near-100 year-old design, that’s prettyimpressive.Given its role as an observation aircraft,

unsurprisingly the view from both cockpitsis good. Navigation is by traditionalcompass and stopwatch, although intoday’s crowded airspace, we do admit tocheating, with an excellent Airbox ClarityGPS and airspace alert as well as a radiohidden in a wooden box in the rearcockpit.Landing is again strictly into wind and

most definitely never on a tarmac runway,as the aircraft needs the purchase of itstail-skid on grass to hold it straight. Theapproach is normally made deliberatelyhigh, with a side-slip allowing a steeperrate of descent and improving forwardvisibility past the tall engine whichdominates the forward view.Although the aeroplane stalls at a mere

40mph, approach speed is normally heldat 55-60 mph all the way to the ground. If

one gets ‘behind the drag curve’ with thisaeroplane, the drag from plethora of strutsand bracing means it won’t accelerateagain very quickly and the result will be ahigh rate of descent and heavy landing. Ofcourse as ever with any taildragger, thelanding isn’t over till the aeroplane is safelyback in the hangar!AOPA Past President David Ogilvy once

said that the pressures of flying some ofthe precious Shuttleworth Trust veteransmeant one could only really savour theexperience when in the bar afterwards. Weare delighted that the BE-2c is allowing usto savour ‘Being Biggles’ every time we arealoft!*Steve Slater, a motor racing writer andcommentator, is Chairman of the VintageAircraft Cluband has owned aVW-powered Luton Minor single-seater,a Hindustan Pushpak (an Indian-builtAeronca) and currently fliesTipsy Trainer G-AISA. �

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Above: BE-2 panel – modern oil pressure gauge (bottom right) is a temporary fixtureLeft: starter takes care not to loop fingers over the trailing edge for fear of kick-backThis photo: the aircraft’s crosswind tolerance is limited – to zero

Biggles flies again