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Aviation History
1963
1963 - 1689.PDF
]S2 p^g •••-- IMMI i ' ins-a*' SI 1 I ihi _J «.- "SB 9 s3fflSSSS#S H" ^a^rr • »!** gP / " ; I 1 r S»«J ' [1 <f \-«|paiii ^> : * Belfast SHORT'S STRATEGIC FREIGHTER FOR THE RAF BY THE TECHNICAL EDITOR DESPITE the critical importance to Britain of strategic mili tary transport, no long-range freight aeroplane for this purpose existed until Short Brothers and Harland Ltd, of Belfast, produced the aeroplane which bears the name of the city where it is built. The first Belfast is now almost complete, and it is appropriate to outline its history and characteristics. From early in their 55-year history Short Brothers have been noted for producing aircraft which are big, structurally sound and operationally reliable. These traditions are especially suited to a long-range freight aeroplane, and the company's second-source manufacture of the Britannia—including all 23 Britannias for the RAF—led naturally to project studies for big cargo derivatives of this aircraft. Bristol themselves had evolved the Britannia 400 with BE.25 Orion engines, and also prepared the Type 187 study as a wholly new design with these engines. Short & Harland investigated the Possibility of matching four Orion engines with airframes optimized jo the carriage of British military stores. During 1955 and 1956 these studies continued, in anticipation of a likely RAF Operational Requirement. These proposals were impressive; but the then chair- raan of the company, Sir Matthew Slattery, did not regard them as Practicable. n his view the cost of developing such an aircraft from scratch presented tQo great a risk when balanced against the market Prospects. Sir Matthew believed the company were simply not in Position to undertake such a programme. He suggested that ^onsideration should be given to the possibility of producing a rig-range freight aeroplane using as many parts as possible wm^yiieVeloped and Proven for the Britannia. Such a machine tim i Wlthin the scope of the firm's ability within a reasonable i*™^ ' and aPPeared both logical and likely to meet future requirements. k^comparison with the "clean sheet of paper" designs it would redn A? Weight and Performance, but it would benefit greatly in attain6 devel°Pment time and cost. It would also facilitate the liabihV6111 °f a Prime design otyective: the highest possible re- ProiJ^r?- 1957 the eoropany submitted the first brochure on also bo ^ 18 t0 the Mjnistrv of SuPPly- The PD.18, which ore the name Britannic to reflect its ancestry, was essentially a high-wing Britannia. Wings, tail unit, powerplants, and major parts of the landing gear and systems were common to both types. Only the fuselage was new, and Short & Harland elected to use a circular cross-section capable of accommodating a 12ft-square load. This exceptionally big section facilitates the carriage of radars and other bulky loads (Blue Streak was much in mind in 1957) and would also enable troops to be carried on two decks. During 1957 a future RAF need for a heavy freighter became certain. Apart from the PD.18 Britannic there were two other contenders: the Blackburn B.107, powered by four Rolls-Royce RB.109 turboprops (which became the Tyne), a predecessor of the VC10 and the jet-powered H.P. Ill evolved from the Victor bomber. This was prior to the formation of "favoured groups" and any of the three designs appeared a possible choice. In the event, no Operational Requirement was issued and the Ministry of Supply (later Ministry of Aviation) spent 1958 evalu ating the four designs. The Britannic I appeared to offer the lowest development cost and least risk, but every week it became less a high-wing Britannia and more a completely new aeroplane. In particular, the RAF increased their payload/range demand to 30,0001b carried over a stage of 3,600 n.m. This was a considerably greater stage-length than the Service had originally been consider ing, and the Britannic was accordingly stretched into Britannic III A, with a new centre section to the mainplane adding some 16ft 6in to the span and Rolls-Royce Tyne powerplants. There were many other changes also, and the gross weight rose from 180,0001b to 218,0001b. Nevertheless the Ministry continued to regard the Short entry as the best bet, and announced its choice in January 1959. The type was given the company designation SC.5, and was later named Belfast. Detail design of a version known as the SC.5/10 went ahead, and in 1960 an order was placed for ten of these aircraft for RAF Transport Command, where they will be known as the Short Belfast C.l. Airframe Today the completed aircraft appears to be a wholly new type of aeroplane, and it is no simple task to find parts which are iden tical with the corresponding part of the Britannia. But Short's design team have never departed from their original goal of using
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