The particularity of this flying wing, designed by David Keith-Lucas, the arrow leading edge reaching 42 deg 22 min isoclinic developed from the theory of Major Hll, which had also been tested on a series of flying wings (Pterodactyl), built before the war by Westland. This demanded a flexible rather than stiff wing structure with the tips hinged to serve collectively as elevators and differentially as ailerons.
Following a serious incident occurred during a towed takeoff flight, it was found that this method was too dangerous. As Blackburn had acquired the license to manufacture small French Turbomeca engines, it was decided to redesign the system with two Blackburn-built Turbomeca Palas of 330-1b (150-kg) thrust, as the SB.4 Sherpa. The engines are placed side by side on the back of the fuselage in a compartment isolated from the rest of the cell by firewalls. The air inlet is located on the back.
The ejection of the burnt gases is done by two independent nozzles. It is slightly divergent. Compared with SB-1, the airfoil has been enhanced so as to allow a significant increase in the weight, primarily due to the increased presence of engines, their components and the fuel.
The SB.4 Sherpa first flew on 4 October 1953 from the airfield near Sydenham, piloted by Tom Brooke -Smith, chief pilot of Short.
Only one was produced.
The aircraft was recovered and partially restored (the wings are missing) by the Medway Aircraft Preservation Society Rochester, Maidstone Road.
It is now in possession of the Ulster Aviation Society. This association had recovered two Palas engines (Nos. 53 and 54), and considering a static display, based on the former Long Kesh in Northern Ireland.
Short SB.4 Sherpa Engines: 2 x Blackburn Turbomecca Palas Length: 9.70 m (31 ft 10 in.) Wingspan: 11.58 m (38 ft) Height: 2.77 m (9 ft 1.12 in.) Wing area: 21.40 m² (230 ft ²) Empty weight: 1400 kg (3,000 lb.) Max speed: 275 km / h (150knts) Cruise speed: 188 km / h (102 knts) Service ceiling: 1500 m (5,000 ft.) Endurance: 45-50 min
Originally designed as a twin-engined naval reconnaissance bomber for operation from the Ark Royal and Hermes-class aircraft carriers. With the end of the war, the need for such an aircraft receded and so a new specification was drawn up to convert the Sturgeon into a high-performance carrier-based target tug, suitable for towing targets for ground-to-air firing practice, photographic marking of ground-to-air firing, target towing for air-to-air practice by night and day, ‘throw-off’ target practice and radar calibration.
The FAA received a small number during the early 1950s.
The Short SB.3 had an anti submarine twin Mamba powered development.
Sturgeon TT3 Engines: 2 x 2080hp Rolls-Royce Merlin 140 Max take-off weight: 9840 kg / 21694 lb Empty weight: 7696 kg / 16967 lb Wingspan: 18.26 m / 60 ft 11 in Length: 13.70 m / 45 ft 11 in Wing area: 48.16 sq.m / 518.39 sq ft Max. speed: 590 km/h / 367 mph Ceiling: 10700 m / 35100 ft Crew: 2
Even though the Valiant was produced as an interim type, the British felt it essential to develop an alternative in case the Valiant proved a failure in its initial trials. Designed to Specification B.14/46, the Short SA.4 Sperrin was intended as an insurance, which conformed to a less demanding specification in terms of speed and altitude over the target.
The aeroplane was thoroughly conventional by the structural and aerodynamic concepts of the day, with straight flying surfaces whose wings were set in the shoulder position on a comparatively deep fuselage whose lower portions accommodated the large nay/attack radar (chin position) and internal bomb bay (central position). One unusual feature was the powerplant, whose four Rolls-Royce Avon turbojets were located in under-and-over pairs on the wings about two-fifths of the way between the fuselage and the wingtips.
Short Sperrin prototype VX161 at Farnborough Golden Jubilee 9 July 1955
Two prototypes were built, the first flying on 10 August 1951 and used to test new high-altitude radar navigation and bombing equipment that was to be incorporated in the V-bombers. The second aircraft, which flew in August 1952, was used to test aerodynamic bomb shapes in connection with the development of Britain’s first atomic bomb, the MC.Mk 1 ‘Blue Danube’.
Engines: 4 x 2944kg Rolls-Royce Avon RA.3 turbojet Max take-off weight: 52200 kg / 115082 lb Wingspan: 33.20 m / 109 ft 11 in Length: 31.42 m / 103 ft 1 in Height: 8.69 m / 29 ft 6 in Max. speed: 913 km/h / 567 mph Ceiling: 13725 m / 45050 ft Range: 6050 km / 3759 miles Crew: 5
The Seamew was conceived as a cheap, rugged anti-submarine aircraft able to operate from small carriers used by the UK and some other allied nations. To this end it was built with a fixed landing gear and a strong structure. The fixed undercarriage legs could be jettisoned in the event of a ditching at sea. The need to house a large search radar under the belly led to the adoption of a tailwheel undercarriage layout. Despite this, the prototype was badly damaged on its first landing, although it was repaired in time for the Farnborough Air Show.
The Mamba powered anti submarine Short Seamew with 1,590 s.h.p. underwent intensive development with two prototypes. The higher lift characteristics at slow speeds for operation from escort type carriers have been improved by the installation of fixed slats at the mid span of each wing, while the slat under the inner tailplane leading edge was replaced by a vented fillet. The Seamew can power fold its wings and extended them.
In handling terms the Seamew was described as having some ‘vicious tendencies’. It was capable of aerobatics, but the chief test pilot seemed to be the only one able to wring the full manoeuvrability out of the Seamew – until he stalled the prototype Mk.2 during a display and was killed.
Production began for RAF Coastal Command and the Royal Navy, but the RAF order was cancelled in 1956 and the Navy’s was a victim of the defence cuts of the following year. The Mk 2 was a version for Coastal Command with larger wheels and manual wing folding. It was cancelled after rwo were completed.
Short SB-6 Seamew AS1
S.B.6 Seamew Engine: 1 x 1780hp Armstrong Siddeley Mamba turboprop Max take-off weight: 6804 kg / 15000 lb Wingspan: 16.75 m / 55 ft 11 in Length: 12.50 m / 41 ft 0 in Max. speed: 378 km/h / 235 mph Crew: 2
The Sealand twin-engined light commercial amphibian flying-boat was first flown on 22 January 1948. Power was provided by 254kW de Havilland Gipsy Queen 70 engines and accommodation was for five to eight passengers. Only a small number were produced, including three for the Indian Navy.
1948
September 1948
Sealand III Engines: 2 x de Havilland Gipsy Queen 70, 254kW Max take-off weight: 4128 kg / 9101 lb Empty weight: 3205 kg / 7066 lb Wingspan: 18.75 m / 62 ft 6 in Length: 12.85 m / 42 ft 2 in Height: 4.57 m / 15 ft 0 in Wing area: 32.79 sq.m / 352.95 sq ft Max. speed: 298 km/h / 185 mph Ceiling: 6340 m / 20800 ft Range: 958 km / 595 miles
For service in the Pacific the Air Ministry required a more powerful, more heavily armed flying boat than the Short Sunderland, and specification R.8/42 was met by a new Short design, known originally as the Sunderland IV but later renamed Seaford, with the company designation S.45.
Gross weight rose to 34000kg and a number of structural improvements were incorporated to compensate for this; these included a strengthened wing and enlarged horizontal tail surfaces. The hull was also modified, its beam being increased by 0.99m. Armament comprised two 12.7mm machine-guns in a Brockhouse turret in the bow, and two 7.7mm machine-guns in the nose decking. Two 20mm cannon were mounted in a Boeing B-17 dorsal turret, and the Martin tail turret contained a pair of 12.7mm guns, two more of which were located in beam positions. A bomb load could also be carried in a fashion similar to that of the Sunderland. The first of two prototypes, powered by four 1253kW Bristol Hercules XVII engines, was flown on 30 August 1944 and 30 production aircraft, with 1283kW Hercules XIXs, were also ordered. Of these only six were completed.
In April and May 1946 No.201 Squadron carried out operational trials with the Seaford, in co-operation with the Marine Aircraft Experimental Establishment at Felixstowe, but the programme was cancelled and the completed machines were converted as 39-passenger aircraft for BOAC, acquiring the designation Solent 3. A seventh Solent 3 was a conversion of the second production Seaford, which had been evaluated by BOAC in 1946, leading to an order for 12 30-passenger Solent 2s which was delivered in 1948.
18 Solent were operated by BOAC as 30-passenger Solent 2s (12) and 34-passenger Solent 3s (6) before the company abandoned the use of flying-boats in 1950. Power for these was provided by Bristol Hercules 637 engines.
The was the civil version of the Seaford flying-boat, Four Solent 4s were operated by Tasman Empire Airways with Hercules 733 engines and accommodation for 42 day passengers.
S.45 Seaford Engines: 4 x Bristol Hercules XIX, 1283kW / 1696 hp Max take-off weight: 34000 kg / 74958 lb Empty weight: 20400 kg / 44975 lb Wingspan: 34.37 m / 112 ft 9 in Length: 27.00 m / 88 ft 7 in Wing area: 1486.939 sq.ft / 138.14 sq.m Max. speed: 210 kt / 389 km/h / 242 mph Range: 2694 nm / 4990 km / 3101 miles Armament: 2 x 20mm cannon, 4 x 12.7mm + 2 x 7.7mm machine-guns
Solent 3 Engines: 4 x Bristol Hercules 637, 1260kW Max take-off weight: 35650 kg / 78595 lb Empty weight: 21860 kg / 48193 lb Wingspan: 34.38 m / 113 ft 10 in Length: 26.72 m / 88 ft 8 in Height: 10.45 m / 34 ft 3 in Wing area: 156.72 sq.m / 1686.92 sq ft Max. speed: 430 km/h / 267 mph Ceiling: 4725 m / 15500 ft Range: 3540 km / 2200 miles
Solent IV Engines: 4 x Bristol Hercules, 2040 hp Cruise speed: 244 mph
Intended as a long-range flying-boat with a heavy armament, and much bigger than Short Sunderland. The first of two prototypes flew in 1944. The second prototype would have been a 40-passenger aircraft but was cancelled due to low demand.
In 1936 the RAF also decided to investigate the feasibility of the four-engined bomber. The Air Ministry Specification B.12/36 had several requirements. The bomb load was to be a maximum of 14,000 lb (6,350 kg) carried to a range of 2,000 miles (3218 km) or a lesser payload of 8,000 lb (3,629 kg) to 3,000 miles (4,800 km) (incredibly demanding for the era). It had to cruise at 230 or more mph at 15,000 ft (4,600 m) and have three gun turrets (in nose, amidships and rear) for defence. The aircraft should also be able to be used as a troop transport for 24 soldiers, and be able to use catapult assistance for takeoff. The idea was that it would fly troops to far corners of the British Empire and then support them with bombing. To help with this task as well as ease production, it needed to be able to be broken down into parts, for transport by train. Since it could be operating from limited “back country” airfields, it needed to lift off from a 500 ft (150 m) runway and able to clear 50 ft (15 m) trees at the end, a specification most small aircraft would have a problem with today.
Initially left out of those asked to tender designs, Shorts were included because they already had similar designs in hand and they had ample design staff and production facilities. Shorts were producing several four-engined flying boat designs of the required size and created their S.29 by removing the lower deck and boat hull of the S.25 Sunderland. The new S.29 design was largely identical otherwise: the wings and controls were the same, construction was identical and it even retained the slight upward bend at the rear of the fuselage, originally intended to keep the Sunderland’s tail clear of sea spray.
In October 1936, the S.29 was low down on the shortlist of designs considered and the Supermarine Type 317 was ordered in prototype form in January 1937. However it was decided that an alternative design to Supermarine was needed for insurance and that Shorts should build it as they had experience with four-engined aircraft. The original design had been criticized when considered and in February 1937 the Air Ministry suggested modifications to the original Short design, including considering the use of the Bristol Hercules engine as an alternative to the Napier Dagger, increasing service ceiling (28,000 ft) and reducing the wingspan. Shorts accepted this large amount of redesign. The project had added importance due to the death of Supermarine’s designer causing doubt in the Air Ministry. The S.29 used the Sunderland’s 114 ft (35 m) wing and it had to be reduced to less than 100 ft (30 m), the same limit as that imposed on the P.13/36 designs (Handley Page Halifax and Avro Manchester). In order to get the needed lift from a shorter span and excess weight, the redesigned wing was thickened and reshaped. It is often said that the wingspan was limited to 100 ft so the aircraft would fit into existing hangars. “The wing span was limited by the Air Ministry to 100 ft” but the maximum hangar opening was 112 ft (34 m) and the specification required outdoor servicing. The limitation was to force the designer to keep overall weight down.
In June the S.29 was accepted as the second string for the Supermarine 316 and formally ordered in October. After receiving orders for two prototypes and 100 production aircraft to the S.29 design which became the Short Stirling, Shorts built in 1938 a 1/2-scale prototype at its own expense. Powered by four 90hp Pobjoy Niagara III engines, this Short S.31 (also known internally as the M4 – the title on the tailfin) was mostly of wooden construction apart from a semi-monocoque fuselage, and seated two in tandem. In overall silver finish and marked M4, the Short S.31 flew on September 19, 1938, at Rochester, piloted by Shorts’ Chief Test Pilot J. Lankester Parker.
The takeoff run was thought to be too long, and fixing this required the angle of the wing to be increased for takeoff, normally meaning the aircraft would be flying nose down while cruising (as in the Armstrong Whitworth Whitley). Short had originally decided on an incidence of 3° giving the best possible cruise performance, but the RAF asked that the incidence be increased to 6.5°, being more concerned with improving take-off performance than the cruising speed. In order to accommodate the RAF request for increased wing incidence a major re-design of the central fuselage would have normally be undertaken, but because of time restraints, Short decided on a “quick fix” by lengthening the main landing gear legs to give a higher ground angle. At the end of 1938, this change was incorporated on the Short S.31 prototype.
The single stage landing gear leg was discarded due to the increased length of the undercarriage rods which proved too long to be retracted into the engine nacelle wheel wells. A two stage undercarriage was built which retracted vertically and then backwards into the nacelle. The undercarriage retraction motors were originally located inside the nacelle, but were later relocated inside the fuselage to allow for manual retraction in the event of motor failure.
Other changes included the installation of four 115 hp (86 kW) Pobjoy Niagara IV radial engines in January 1939. In order to address longitudinal control problems horn-balanced elevators were installed but these were soon replaced by a larger tailplane with conventional elevators in March 1939.
In 1940, now in green/brown camouflage with yellow undersides, the Short S.31 was fitted with Va-scale mock-ups of the Boulton Paul Type O ventral and Type H dorsal twin-cannon turrets proposed for a version of the Stirling II, and was tested in the RAE 7.3m wind tunnel. Further flights were made from March 13, 1942, onwards (with a shortened u/c), and the Short S.31 was scrapped after a takeoff accident at Stradishall in February 1944.
Max take-off weight: 2586 kg / 5701 lb Wingspan: 15.09 m / 50 ft 6 in Length: 13.31 m / 44 ft 8 in Max. speed: 290 km/h / 180 mph
In 1936 the RAF also decided to investigate the feasibility of the four-engined bomber. The Air Ministry Specification B.12/36 had several requirements. The bomb load was to be a maximum of 14,000 lb (6,350 kg) carried to a range of 2,000 miles (3218 km) or a lesser payload of 8,000 lb (3,629 kg) to 3,000 miles (4,800 km) (incredibly demanding for the era). It had to cruise at 230 or more mph at 15,000 ft (4,600 m) and have three gun turrets (in nose, amidships and rear) for defence. The aircraft should also be able to be used as a troop transport for 24 soldiers, and be able to use catapult assistance for takeoff. The idea was that it would fly troops to far corners of the British Empire and then support them with bombing. To help with this task as well as ease production, it needed to be able to be broken down into parts, for transport by train. Since it could be operating from limited “back country” airfields, it needed to lift off from a 500 ft (150 m) runway and able to clear 50 ft (15 m) trees at the end, a specification most small aircraft would have a problem with today.
Initially left out of those asked to tender designs, Shorts were included because they already had similar designs in hand and they had ample design staff and production facilities. Shorts were producing several four-engined flying boat designs of the required size and created their S.29 by removing the lower deck and boat hull of the S.25 Sunderland. The new S.29 design was largely identical otherwise: the wings and controls were the same, construction was identical and it even retained the slight upward bend at the rear of the fuselage, originally intended to keep the Sunderland’s tail clear of sea spray.
In October 1936, the S.29 was low down on the shortlist of designs considered and the Supermarine Type 317 was ordered in prototype form in January 1937. However it was decided that an alternative design to Supermarine was needed for insurance and that Shorts should build it as they had experience with four-engined aircraft. The original design had been criticized when considered and in February 1937 the Air Ministry suggested modifications to the original Short design, including considering the use of the Bristol Hercules engine as an alternative to the Napier Dagger, increasing service ceiling (28,000 ft) and reducing the wingspan. Shorts accepted this large amount of redesign. The project had added importance due to the death of Supermarine’s designer causing doubt in the Air Ministry. The S.29 used the Sunderland’s 114 ft (35 m) wing and it had to be reduced to less than 100 ft (30 m), the same limit as that imposed on the P.13/36 designs (Handley Page Halifax and Avro Manchester). In order to get the needed lift from a shorter span and excess weight, the redesigned wing was thickened and reshaped. It is often said that the wingspan was limited to 100 ft so the aircraft would fit into existing hangars. “The wing span was limited by the Air Ministry to 100 ft” but the maximum hangar opening was 112 ft (34 m) and the specification required outdoor servicing. The limitation was to force the designer to keep overall weight down.
The original layout of the bomber was tried out by the construction of a half-scale model S.31 fitted with four 97kW Pobjoy engines. Flying trials with this proved the feasibility of the design. Short had originally decided on an incidence of 3° giving the best possible cruise performance, but the RAF asked that the incidence be increased to 6.5°, being more concerned with improving take-off performance than the cruising speed. In order to accommodate the RAF request for increased wing incidence a major re-design of the central fuselage would have normally be undertaken, but because of time restraints, Short decided on a “quick fix” by lengthening the main landing gear legs to give a higher ground angle.
At the end of 1938, this change was incorporated on the Short S.31 prototype.
While testing with the S31/M4, construction began on two full size prototypes now officially known as the Stirling MkI/P1. Shortly after construction of the prototypes began, the Air Ministry decided to order the Stirling into production with a contract of 100 Stirling MkI’s as the second string for the Supermarine 316 and formally ordered in October. 1938. The prototype S29 was rolled out of the company’s Rochester factory on 13 May 1939.
Given the RAF serial number L7600, the prototype made its maiden flight on 14 May 1939 (with four Bristol Hercules II engines). After a graceful takeoff and short test flight it suffered an undercarriage failure on landing and was damaged beyond repair. The failure was traced to the light alloy undercarriage back arch braces which were replaced on succeeding aircraft by stronger tubular steel units.
The second prototype (L7605) was fitted with the strengthened undercarriage and made its maiden flight on 3 December 1939. For this flight the gear was left down, but happily for both Short and the RAF, the revised undercarriage held up when put to the tests of retraction, lowering and landing. During the spring of 1940, the prototype spent four months undergoing service tests at Boscombe Down.
Deliveries of production aircraft to the RAF began in August 1940. It was built initially by the parent firm at Rochester and by Short and Harland at Belfast, where the Air Transport Auxiliary (ATA) opened No.8 Ferry Pool (FP) to clear them.
The first production version for the RAF was the Stirling I powered by four 1185kW Bristol Hercules XI radial engines and without a dorsal turret fitted. First in action in February 1941, the Stirling carried 7 tons of bombs for 590 miles, and was armed with eight machine guns. It went into service with 7 Squadron at Leeming in August 1940, and remained in production throughout the war. Prior to its first operational sortie, ATA is recorded as having ferried 12.
Both the factories were bombed in the summer of 1940, after which production was further distributed to the Austin Motors shadow factory at Longbridge, Birmingham, and to a new Shorts factory at South Marston, Swindon.
The Stirling II, only a few of which were completed, was a conversion of the Mk I with Wright R-2600-A5B Cyclone engines. The Mk III had four 1,230kW Bristol Hercules XVI engines and featured a mid-upper turret.
In order to train pilots on the new aircraft, each Stirling squadron formed its own conversion flight and in December 1941, a training unit was created at Thruxton with the specific purpose of training ATA pilots who would have to ferry them. This unit moved to Hullavington in May 1942, to Marharn in August and to Stradishall in October.
When by 1943 the output of heavy bombers had risen to over 400 a month, more ATA four-engined rated pilots were urgently needed to move them. When in February 1943 an ATA Halifax training unit, which had been opened at Pocklington stood down, to fill the gap in four-engined training, ATA reverted to a previous arrangement for its pilots to be given conversion courses with 1647 Stirling Conversion Unit at Stradishall.
From 1943, when the Stirling was no longer a suitable bomber, unlike the Mk III, the Stirling IV was produced from new as a long-range troop transport and glider tug (Horsa glider), the nose and upper turrets being removed and replaced by fairings, although the four-gun tail turret was retained. Up to 24 paratroops or 34 airborne troops could be carried. The final version of the Stirling was the Mk V, an unarmed military transport and freighter with a redesigned nose.
Total production of the Stirling – the Mk III of which was the major variant – was about 2,380.
On the night of 7-8 April 1945, RAF Stirlings of 38th Group dropped two battalions of French parachutists, including both regular soldiers and members of the French Resistance, into Holland south of Groningen. The aim was to support the advance of the Canadian Second Division.
Stirling I Max speed: 260 mph Range: 1930 miles Crew: 7/8 Armament: 8 x .303 Browing mg Bombload: 14,000 lb
Stirling Mk III Engines: 4 x Bristol Hercules XVI, 1230kW / 1627 hp Max take-off weight: 31751 kg / 69999 lb Empty weight: 19595 kg / 43200 lb Wingspan: 30.2 m / 99 ft 1 in Length: 26.59 m / 87 ft 3 in Height: 6.93 m / 23 ft 9 in Wing area: 135.63 sq.m / 1459.91 sq ft Max. speed: 235 kt / 435 km/h / 270 mph Cruising Speed: 200mph (323kmh) Service ceiling: 5180 m / 17000 ft Max range: 1747 nm / 3235 km Range w/max.payload: 950 km / 590 miles Range: 2,010 miles (3,242km) with 3,500lb (1,589kg) bombload Armament: 8 x .303in / 7.7mm machine-guns Max. bomb load: 14,000 lb / 6,350 kg Crew: 7-8
Following on from the Empire class flying boats, Short was keen to explore the limits of the flying-boat design, while also investing in the S.32 land airliner. A number of drag and stability improvements were proved and then embodied in the enlarged version of the Empire boat named the G class, or Golden Hind, and featuring improved power and range. The intention for this design (of which three were ordered by Imperial Airways) was to implement a regular scheduled service across the Atlantic in association with Pan Am.
World War II intervened and the three G boats were sequestered by the RAF and converted for ASW/reconnaissance use for which gun turrets and depth charge housings were installed. In 1942 they were reconverted to carry up to 40 passengers and used on services to Africa.
In late 1941 the two surviving G boats were returned to civil duties, but only one example survived the war. After a brief operational period the aircraft fell into disuse.
Engines: 4 x Bristol Hercules IV or XIV 14-cylinder radial, 1380 hp Wingspan: 40.90 m / 134 ft 2 in Length: 31.40 m / 103 ft 0 in Height: 11.45 m / 38 ft 7 in Wing area: 2159.904 sq.ft / 200.66 sq.m Weight empty: 37712.1 lb / 17103.0 kg Max take-off weight: 33800 kg / 74517 lb Max. speed: 181 kts / 336 km/h / 209 mph Cruising speed: 157 kts / 290 km/h Service ceiling: 16896 ft / 5150 m Cruising altitude: 7497 ft / 2285 m Range: 2781 nm / 5120 km / 3182 miles Crew: 5 Passengers: 40 Armament: 12x cal.303 MG (7,7mm), 907kg Bomb.
