It retained the same basic configuration, such as the side-by-side seating arrangement, present on the earlier aircraft, but differed principally in that it was redesigned with a semi-monocoque all-metal fuselage in place of its counterpart's metal and fabric covering.

According the aviation author Audrey Jackson, the new fuselage was designed using the same principles as those of the Blackburn Segrave touring aircraft, and possessed remarkable strength for the era, allowing it to better endure rough landings and poor handling (which were commonplace when flown by inexperienced pilots).

[1] The single-bay biplane wings were similar to those of the Bluebird IV, including the steel and duralumin structure, and could be folded for easy storage.

The tail unit was of a similar construction to the mainplanes, its span was increased in comparison to that of the Blackbird IV, and also featured a horn balanced rudder; furthermore, the elevator could be trimmed using an adjustable via spring-loading, controlled via a lever in the cockpit.

[1] The mainwheels were set wide apart and divided, being supported on telescopic legs that incorporated steel springs with oil dampers.

[3] On 27 June 1932, it made its first public appearance at the Society of British Aerospace Companies' airshow at Hendon Aerodrome; ten days later, it participated in the King's Cup air race around England, alongside the first production aircraft (registered G-ABWI), finishing in 18th and 19th place respectively.

It was also relatively forgiving to its pilots, even when taxiing in strong winds, while the controls remained effective just above stalling speeds; it was also easy to sideslip for positioning prior to landing.

Although the aircraft reportedly performed well in this evaluation and drew some favourable comments from the reviewing officials, the Portuguese had a preference for a tandem cockpit layout, and ultimately opted to procure the rival de Havilland Tiger Moth trainer instead.

[7][4] To raise the B-2's profile amongst the general public and potential buyers, aircraft participated in many air races and aerobatic displays to demonstrate its capabilities.

[11] The school at Brough continued to be operated by Blackburn, and its aircraft retained civilian registrations (although they were repainted with wartime training markings with yellow fuselages, camouflaged wings and RAF roundels).

[14] The sole survivor (G-AEBJ) had been preserved and was originally maintained in airworthy condition by Blackburn (which was absorbed into British Aerospace during the 1970s).