The 360 is a growth development of the 330 with more power, and a three foot stretch ahead of the wing and a redesigned rear fuselage and tail surfaces. An extra six seats (in two rows) were accommodated by stretching the cabin and deleting the 330’s rear loading ramp, and the tail arrangement was changed to a conventional single fin.
The prototype 360 flew on 1 June 1981 and the type entered service in December 1982. First introduced with Pratt & Whitney Canada PT6A-45R engines, the Shorts 360-300 version has 1,424 shp (1062 kW) PT6A-67R turboprops with six-bladed propellers and other refinements to produce about 18 per cent more thrust at take-off.
164 examples were sold up until 1991.
SD3.60 Engines: 2 x P&W PT6-65AR, 1403 shp Props: Hartzell 5-blade, 111-in Seats: 36 Length: 70.9 ft Height: 23.7 ft Wingspan: 74.7 ft Wing area: 453 sq.ft Wing aspect ratio: 12.3 Maximum ramp weight: 25,800 lb Maximum takeoff weight: 25,700 lb Standard empty weight: 16,600 lb Maximum useful load: 9200 lb Maximum landing weight: 25,400 lb Wing loading: 56.7 lbs/sq.ft Power loading: 9.7 lbs/hp Maximum usable fuel: 3840 lb Best rate of climb: 1010 fpm Service ceiling: 20,000 ft Maximum speed: 211 kt Normal cruise @ 7,000ft: 160 kt Fuel flow @ normal cruise: 975 pph Endurance at normal cruise: 3.4 hr Stalling speed clean: 94 kt Stalling speed gear/flaps down: 78 kt Turbulent-air penetration speed: 158 kt
Short 360-300 Engines: 2 x Pratt & Whitney PT6A-67R turboprops, 1062kW / 1,424 shp Prop: 6 blade Max take-off weight: 12290 kg / 27095 lb Wingspan: 22.8 m / 75 ft 10 in Length: 21.58 m / 71 ft 10 in Height: 7.27 m / 24 ft 10 in Wing area: 42.18 sq.m / 454.02 sq ft Cruise speed: 400 km/h / 249 mph Range w/max.payload: 745 km / 463 miles
The prototype of the Shorts SD3-30 30-passenger unpressurized commuter airliner; later redesignated Shorts 330, was derived from the smaller Skyvan, with a fuselage stretched to accommodate 30 passengers while retaining the Skyvan’s twin tail fin, but including a semi-retractable undercarriage.
The Short SD3-30 prototype (G-BSBH), a 30-passenger airliner powered by twin turboprop engines, was flown for the first time at Belfast, Northern Ireland on 22 August 1974, and the first entered service with the Canadian airline Time Air on 24 August 1976, although the first order had been placed by Command Airways of Pouglikeepsie, New York.
Versions available included the standard 330-200, the Sherpa civil freighter, and the 330-UTT utility tactical transport.
The USAF operated 18 twin-turboprop Sherpa/330-UTT from Zweibrucken in West Germany, providing a distribution service for high-priority spares in Europe. Designated C-23A, the aircraft were ordered in March 1984 to fulfil the European Distribution System Aircraft (EDSA) requirement. Two Sherpas were delivered in November 1984, and the remaining 16 by the end of 1985.
The C-23A is a freighter version of the Shorts 330-200, retaining many features of the civilian model including the forward freight door. An hydraulically operated rear cargo door/ramp is incorporated in the Sherpa, thus allowing through loading. Up to seven C08 or four LD3 cargo containers or two half-ton vehicles can be accommodated, and utility passenger operations may also be undertaken. The C-23A first flew on August 6, 1984, and is powered by two 893kW Pratt & Whitney Canada PYT6A-45R turboprops.
Designated C-23B, the first of 10 Shorts Super Sherpas for the US Army National Guard made its first flight in 1990. The aircraft are similar to the 18 C-23A Sherpas used by the US Air Force, but have more powerful Pratt & Whitney Canada PT6A-65AR turboprops, strengthened wings, five-bladed propellers and air-operable rear freight doors for supply dropping.
Lacking the rear loading ramp of the Sherpa, the Shorts 330-UTT (Utility Tactical Trans¬port) can carry a maximum payload of 3,630kg. Typical loads include 33 troops, 30 paratroops, or 15 stretchers. Range with 30 fully armed troops is greater than 1,100km. Two inward opening rear side doors are provided for para¬dropping. Customers for the 330-UTT include the Royal Thai Army and Royal Thai Police.
Nearly 100 had been delivered by 1990, and a total of 141 Short 330s were built before production ended in 1992.
SD3-30 Engines: 2 x P&WAC PT6A-45, 1120 hp Seats: 33 Wing loading: 48.6 lb/sq.ft Pwr loading: 9.8 lb/hp Max TO wt: 22,000 lb Operating wt: 14,230 lb Equipped useful load: 7770 lb Payload max fuel: 3930 lb Range max fuel/cruise: 690 nm/3.5 hr Range max fuel / range: 785 nm/ 5.5 hr Service ceiling: 18,500 ft Max cruise: 190 kt Max range cruise: 144 kt Vmc: 77 kt Stall: 73-89 kt 1.3 Vso: 95 kt ROC: 1130 fpm SE ROC: 210 fpm @ 101 kt SE Service ceiling: 9500 ft Min field length: 3650 ft Fuel cap: 3840 lb
SD3.30 Engines: 2 x P&W PT6A-45A, 1156 shp Props: Hartzell 5-blade, 111-in Seats: 30 Length: 58 ft Height: 16.2 ft Wingspan: 78.6 ft Wing area: 453 sq.ft Wing aspect ratio: 12.3 Maximum ramp weight: 22,500 lb Maximum takeoff weight: 22,400 lb Standard empty weight: 14,700 lb Maximum useful load: 7800 lb Zero-fuel weight: 21,140 lb Maximum landing weight: 22,100 lb Wing loading: 49.5 lbs/sq.ft Power loading: 9.7 lbs/hp Maximum usable fuel: 3840 lb Best rate of climb: 1070 fpm Certificated ceiling: 19,000 ft Maximum single-engine rate of climb: 210 fpm @ 105 kt Single-engine climb gradient: 120 ft/nm Single-engine ceiling: 6750 ft Maximum speed: 204 kt Normal cruise @ 10,000ft: 197 kt Fuel flow @ normal cruise: 890 pph Endurance at normal cruise: 3.9 hr Stalling speed clean: 89 kt Stalling speed gear/flaps down: 74 kt Turbulent-air penetration speed: 157 kt
330/UTT Engine: 2 x P&WAC PT6A turboprop Installed pwr: 1785 kW Span: 22.8 m Length: 17.7 m Wing area: 42.1 sq.m Empty wt: 6445 kg MTOW: 11,160 kg Payload: 3630 kg Cruise speed: 372 kph Initial ROC: 360 m / min Ceiling: 6100 m T/O run: 415 m Ldg run: 235 m Fuel internal: 2546 lt Range/payload: 1390 km with 2330 kg Capacity: 33 pax
C-23A Sherpa Engine: 2 x P&WAC PT6A Installed pwr: 1785 kW Span: 22.8 m Length: 17.7 m Wing area: 42.1 sq.m MTOW: 10,390 kg Payload: 3175 kg Cruise speed: 350 kph Initial ROC: 360 m / min Ceiling: 6100 m T/O run (to 15m): 1036 m Ldg run (from 15m): 1225 m Fuel internal: 2032 lt Range/payload: 1240 km with 2270 kg Capacity: 33 pax
C-23A Engines: 2 x Pratt Whitney PT6A-45R turboprops, 900kW Max take-off weight: 10390 kg / 22906 lb Loaded weight: 6680 kg / 14727 lb Payload: 3175kg / 7000 lb Wingspan: 22.76 m / 75 ft 8 in Length: 17.69 m / 58 ft 0 in Height: 4.95 m / 16 ft 3 in Wing area: 42.1 sq.m / 453.16 sq ft Cruise speed: 352 km/h / 219 mph Ceiling: 6000 m / 19700 ft Range w/max.payload: 370-1240 km / 230 – 771 miles Crew: 3
The Skyvan had its origins in the Miles Aerovan, the concept of which was taken on by Short in a radically overhauled design. It was designed to carry an 11 ton payload over 200 miles at 160 m.p.h, with an all up weight of 8,600 lb.
Two prototypes were built at Belfast during 1960 with two 390 bhp Continental GTS IO 520s. It was decided that turboprop power was required, so the prototype and early production (Series 2) examples were ultimately fitted with Astazou II turboprops.
The Short Skyvan (G ASCN), re engined with Turbomeca Astazou turboprops, flew for the first time with its new power plants on October 2, 1963. With Dennis Taylor at the controls the Skyvan was in the air for twenty five minutes on its first flight.
These engines were not ideal for hot-and-high conditions or American customers, so the Series 3 was upgraded to the specified Garrett type.
The Skyliner was a dedicated passenger-carrying version.
The military version of the twin-turboprop Skyvan is the Skyvan 3M-200, which is cleared to an increased maximum take-off weight of 6,804kg for military operations. Powered by two 533kW Garrett TPE331 engines, the prototype Skyvan 3M first flew early in 1970. Troop transport, paradropping, assault transport, SAR, and medevac are among the capabilities of the Skyvan. The Skyvans of the Sultan of Oman’s Air Force have Racal ASR 360 airborne surveillance radars for maritime patrol and SAR duties.
The sole example of the Skyvan sold to the Sharjah Amiri Air Wing was delivered in 1986. It was also the last Skyvan built.
In all, 149 Skyvans were built and sold to commercial freight/passenger ‘bush’ operators and military/paramilitary operators up until 1986.
SC-7 Engines: 2 x Garrett TPE 331-2-201A, 715 shp / 533kW Props: Hartzell 3-blade, 102-in Seats: 19 Length: 40 ft Height: 15 ft Wingspan: 64.8 ft Wing area: 373 sq.ft Wing aspect ratio: 11 Maximum ramp weight: 12,500 lb Maximum takeoff weight: 12,500 lb Standard empty weight: 7100 lb Maximum useful load: 5400 lb Equipped useful load: 3900 lb Maximum landing weight: 12,500 lb Wing loading: 33.5 lbs/sq.ft Power loading: 8.7 lbs/hp Fuel cap: 2320/3105 lb Payload max fuel: 795 lb Range max fuel/cruise: 770nm/4.5hr Range max fuel /range: 849nm/5.9hr Best rate of climb: 1640 fpm Service ceiling: 22,100 ft Maximum single-engine rate of climb: 450 fpm @ 92 kt Single-engine ceiling: 12,500 ft Maximum speed: 176 kt Normal cruise @ 10,000ft: 169 kt Fuel flow @ normal cruise: 482 pph Endurance at normal cruise: 6 hr Max range cruise: 145 kt Vmc: 67 kt Stalling speed clean: 74 kt Stalling speed gear/flaps down: 55 kt Turbulent-air penetration speed: 140 kt Min field length: 1580 ft 1.3 Vso: 78 kt
Skyvan Series 3 Engines: 2 x Garrett TPE331-201 turbo-prop, Max take-off weight: 5670 kg / 12500 lb Empty weight: 3500 kg / 7716 lb Wingspan: 19.79 m / 65 ft 11 in Length: 12.22 m / 40 ft 1 in Height: 4.6 m / 15 ft 1 in Wing area: 34.65 sq.m / 372.97 sq ft Cruise speed: 325 km/h / 202 mph Ceiling: 6860 m / 22500 ft Range w/max.fuel: 1117 km / 694 miles Range w/max.payload: 450 km / 280 miles Crew: 2 Passengers: 19
Skyvan 3M-200 Engine: 2 x Garrett TPE331 Installed pwr: 1060 kW Span: 19.8 m Length: 12.2 m Wing area: 35.1 sq.m Empty wt: 3768 kg MTOW: 6800 kg Payload: 2360 kg Cruise speed: 308 kph Initial ROC: 470 m / min Ceiling: 6700 m T/O run: 290 m Ldg run: 210 m Fuel internal: 1330 (+440) lt Range/payload: 1075 km with 4000 kg Capacity: 20 pax
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
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
Tests had proved that an Imperial Airways’ Empire flying-boat could achieve a transatlantic crossing only if its entire payload consisted of fuel. Since it is well known that an aircraft can be flown at a much greater weight than that at which it can take off from the ground, Robert Mayo proposed that a small heavily loaded mailplane be carried to operational altitude above a larger ‘mother plane’ and then released to complete its long-range task. The proposal was accepted by the Air Ministry and Imperial Airways, which jointly contracted Shorts to design and build such a composite unit.
The Short S.21 Maia, the lower component, was a slightly enlarged and modified version of the Empire boat; the Short S.20 Mercury, the upper long-range unit, was a new high-wing twin-float seaplane with four 254kW Napier Rapier H engines giving a cruising range of 6116km with 454kg of mail.
This eight engined part time biplane composite was first tested on 4 January 1938. During take off and before separation Mercury’s flying controls were automatically locked in the neutral position, Maia’s pilot having full command; the parasite’s engines were started from inside the mother ship and combined with those of Maia to get the two components airborne.
The first airborne separation took place on 6 February 1938, over Rochester, Kent, and after a number of experimental flights Mercury was air-launched over Foynes Harbour, County Limerick, Ireland crewed by Captain Donald Bennett, on 21 July 1938. Mercury carried 5455 litres (1200 Imperial gallons) of fuel in its wings and 508 kg (1120 lb) of newspapers, mail and newsreel footage in her twin floats. Bennett flew on to Montreal nonstop, covering the 4715 km (2930 miles) from Ireland in 13 hours 29 minutes, then set off again for New York, where for the first time ever English newspapers were on sale at the news stands on the day after publication.
From 6 October 1938 Mercury and Bennett made news again with a nonstop flight of 9728 km (6045 miles) from Dundee, Scotland to Orange River, South Africa in 42 hours 5 minutes.
Arrival at Capetown
The Composite subsequently operated a scheduled nonstop mail service between Southampton and Alexandria, Egypt which continued until the outbreak of World War II.
Mercury was eventually broken up at Rochester and Maia destroyed by enemy action during May 1941.
Short decided that there was a need for an inexpensive light transport landplane and the high-wing Scion was developed using the small but effective Pobjoy engine. It was originally called “Alpha”, but this was changed to “Scion”.
The first of this twin engined high wing monoplane was flown in prototype form (G-ACJI) on 18 August 1933, at Gravesend Aerodrome. Later deliveries were flown from the new grass aerodrome near the works at Rochester.
The first production machine was delivered to Gandar Dower for his Aberdeen-Glasgow service, taking delivery of G-ACUV at Rochester on 27 July 1934 at Rochester.
The rest of the production batch of five were registered G-ACUW to UZ. The last was converted to a Scion II with six passenger seats.
Short S.16 Scion 2 G-ADDX – 12 August 1936
It sold in modest numbers (for approx £2500), and the Scion was joined by the four-engined Scion Senior (capable of carrying nine passengers) in 1935. Short, however, wanted to turn its resources back to the flying-boat market. Douglas Pobjoy purchased the Scion rights in 1936, but the list price then limited sales potential and Pobjoy only built a further six in 1936 to add to Short’s 16, plus another six Scion Senior’s built by Short.
The Scion series served all over the British empire and for the RAF during World War II, one example surviving in Australia until 1965.
Short S.16 Scion I Engines: 2 x Pobjoy Niagara III 7 cyl radial, 90 hp Max level speed: 128 mph Cruise: 116 mph Ceiling: 13,000 ft Passenger seats: 5 Crew: 1 Range: 390 miles
Short Scion 2 Engines: 2 x 90hp Pobjoy Niagara III Max take-off weight: 1451 kg / 3199 lb Wingspan: 12.80 m / 42 ft 0 in Length: 9.60 m / 32 ft 6 in Height: 3.16 m / 10 ft 4 in Max. speed: 206 km/h / 128 mph Ceiling: 9144 m / 30000 ft Range: 628 km / 390 miles Crew: 1 Passengers: 6
The British Air Ministry issued its Specification R.24/31 for a “General Purpose Open Sea Patrol Flying Boat” in 1931 and ordered one prototype from each of Saunders-Roe, Supermarine and Shorts. The contract specified the use of the experimental Rolls-Royce Goshawk engine. Whereas the other two companies opted for traditional biplane designs, Shorts decided to produce a more modern, all-metal monoplane aircraft with the experimental steam-cooled, cast block Rolls-Royce Goshawk engine, itself a development of the smaller Kestrel engine.
Designed by Arthur Gouge, the Knuckleduster’s straight-sided hull was of all-metal (Alclad) box-section construction, from the bow as far as the pointed main step at the rear of the planing bottom; aft of the main step the fuselage was of monocoque construction. The central section of the hull was boxed and braced by diagonal frames to bear the loads from the wing-root attachments.
The wing sections inboard of the engines were attached at a 30° dihedral angle, thus providing sufficient clearance for the airscrews from water-spray during takeoff. The wings were designed for high torsional stiffness, each comprising a box-spar with four tapered stainless steel tubular booms. Fuel tanks were mounted within the wings; sprung and braced wingtip floats were fitted. The wing surfaces were of fabric.
The experimental 720hp Rolls-Royce Goshawk steam-cooled engine was specified for the “Knuckleduster,” which led to many problems due to the engine’s unreliability. The engines, with conspicuous condensers protruding vertically from the nacelles, were mounted at the “knuckle” between the dihedral inner and the horizontal outer wing sections.
The tail unit comprised a horizontal plane braced by struts with two vertical fins and rudders, also supported by diagonal bracing to the fuselage. As a result of early test results, fin area was increased; a major redesign of the tail unit was requested by John Parker and implemented at considerable cost.
In addition to the enclosed cockpit in which the pilot and the navigator sat side by side, there was a gunner’s cockpit in the bow, stations for the engineer and radio operator and a navigator station with a chart-table, sighting ports and two folding bunks. A third folding bunk and two fixed bunks were mounted in the crew’s living quarters, which also included a galley and, further aft, stowage space for drogues and a lavatory.
Further armament was provided by a midships gun mounting and a rear gunner’s cockpit in the tail; bombs could be mounted in underwing bomb racks and there was also provision for a torpedo to be transported (but not launched). All guns mountings carried a single Lewis Gun.
First launched the previous day, the first flight of the prosaically named R.24/31 (serial K3574) took place on 30 November 1933, piloted by Shorts’ Chief Test Pilot John Lankester Parker and crewed by George Cotton and W. Howard Bell. Parker noted that the fins were flexing so he landed immediately. After the fins had stiffening added the aircraft flew again successfully on the 15 December. Other problems found during testing were that the boat could not be trimmed straight and level, the fin area was increased by 18% and the tail was re-designed including fitting a cupola over the tail gun position.
On 12 June 1934 at the conclusion of test flying the Knuckleduster was flown to Felixstowe for official trials with the Marine Aircraft Experimental Establishment (MAEE). The aircraft was judged not to meet the specification particularly regarding top speed and range even though these were not a priority in the specification. In October 1934 the boat was returned to Rochester for repair following an accident, a collision with another flying-boat. It was repaired and several modification incorporated before it returned to Felixstowe in March 1935.
In April the Knuckleduster joined 209 Squadron at RAF Mount Batten, Plymouth for service trials alongside the Stranraer and London. This included an appearance at the Royal Air Force display at Hendon. It was returned to the MAEE in October 1935. Despite suffering engine problems it continued to carry out trial flights until September 1938, when it was retired from flying duties and assigned to No. 2 School of Technical Training at RAF Cosford for instructional purposes.
Although it was not ordered into production mainly hindered by the unreliable engines, a new Air Ministry Specification R.2/33 was released before it flew which would lead to the Short Sunderland. The Sunderland was another large monoplane flying-boat that had benefited from the work on the R.24/31.
Engine: 2 × Rolls-Royce Goshawk VIII, 775 hp (578 kW) Wingspan: 90 ft 0 in ft (27.4 m) Airfoil: Göttingen 436 (outer wing sections) Wing area: 1,147 ft² (106.5 m²) Length: 63 ft 3 in (19.3 m) Height: 19 ft 6 in [6] (5.95 m) Empty weight: 11,720 lb (5,320 kg) Loaded weight: 18,500 lb (8,395 kg) Maximum speed: 150 mph (130 knots, 240 km/h) Range: 1,040 miles (904 NM, 1,675 km) Service ceiling: 15,500 ft (5,030 m) Armament: 3 x Lewis Guns Crew: 5
All Aero 