Despite a disastrous start to its career, the definitive F.2B version proved to be a manoeuvrable aircraft that was able to hold its own against single-seat fighters while its robust design ensured that it remained in military service into the early 1930s.

In July 1916, work commenced on the construction of a pair of prototypes; on 28 August 1916, an initial contract was awarded for fifty production aircraft.

[1] Other changes made to the first prototype during flight testing included the elimination of the end-plates from the lower wing roots and the addition of a shallow coaming around the cockpits.

By the time of its arrival at the experimental armament station at Orfordness it had also been fitted with a Scarff ring mounting over the rear cockpit and an Aldis optical sight.

Among other problems this caused interference with the pilot's compass, which was mounted on the trailing edge of the upper wing: to minimise this effect the Lewis gun was offset to starboard.

[8] Rolls-Royce aero engines of all types were in short supply, which frustrated plans to increase production to enable the F.2B to become the standard British two-seater, replacing the R.E.8 and F.K.8.

In expectation of a reduction in performance with the less powerful engine, it was planned to supply the Arab-powered Fighters to the "corps" reconnaissance squadrons, reserving Falcon-powered examples for fighter–reconnaissance operations.

[9] In the event the Arab engine was not a success; it was found to suffer from serious weaknesses in cylinder and crank-chamber design that led, among other faults, to chronic and severe vibration, while the cooling system also required repeated modification.

When the US entered the war, the Aviation Section, U.S. Signal Corps of the United States Army lacked any competitive combat aircraft either in inventory or under construction.

[12] On 1 August 1917, General John Pershing, the commander of the American Expeditionary Forces on the Western Front, issued his personal recommendation for the Bristol Fighter to be built in the United States, leading to plans for the development and production of an American version of the Fighter by the United States Army Engineering Division.

Attempts to begin production in the United States floundered due to the decision by Colonel V. E. Clark of the Bolling Commission to redesign the Fighter to be powered by the 400 hp (298 kW) Liberty L-12 engine.

[13][12] A contract for 1,000 aircraft was placed initially with the Fisher Body Corporation then cancelled and reallocated to the Curtiss Aeroplane and Motor Company.

[16] Efforts to change the engine of American-built Bristol Fighters to the more suitable Liberty 8 or the 300 hp (224 kW) Wright-Hisso came up against political as well as technical problems.

[17] According to Bruce, despite substantial efforts to differentiate and modify the aircraft's design, none of the American-built Fighters performed any better than the original Bristol.

[16] Postwar developments of the F.2B included the F.2B Mk II, a two-seat army co-operation biplane, fitted with desert equipment and a tropical cooling system, which first flew in December 1919, of which 435 were built.

Days prior to Christmas 1916, the first deliveries of production F.2A Fighters were completed, 48 Squadron at Rendcomb being the first operational unit of the Royal Flying Corps (RFC) to receive the type.

[7] On 8 March 1917, 48 Squadron was transferred to France in preparation for action on the Western Front; Hugh Trenchard, 1st Viscount Trenchard was keen to get the F.2A Fighter and other new aircraft ready for the Second Battle of Arras, aiming to surprise German forces with a new type, and this led to restriction on its deployment prior to the battle to avoid alerting the Germans.

The month in which the type had been introduced to offensive operations became known as Bloody April; casualties were high throughout the RFC and the Bristol fighter proved to be no exception.

The first "Brisfit" aircrews were accustomed to the standard doctrine of maintaining formation and using the crossfire of the observers' guns to counter enemy fighter aircraft.

[19] In July 1917, the War Office decided to adopt the F.2B Fighter as the equipment of all fighter-reconnaissance squadrons, leading to a significant increase in production.

McKeever later became a flying instructor stationed in England before becoming the commanding officer of 1 Squadron of the new Royal Canadian Air Force (RCAF), where he continued to use the Fighter as his personal aircraft, which was later transferred to Canada.

[15] The type continued to operate in army cooperation and light bombing roles in the British Empire, in particular the Middle East and India.

During the 1920s Bristol proceeded to develop and introduce numerous variants and derivatives of the Fighter, typically capable of carrying higher loads, with revised tail units and strengthened undercarriages.

[21] Belgium purchased several from ADC Aircraft, and later arranged to produce the Fighter under licence at Sociétés Anonyme Belge de Constructions Aéronautiques (SABCA).

Forty Fighters were used during the Polish-Soviet War from July 1920, among others in the Battle of Warsaw, performing reconnaissance and close air support.