Short 184 (1915)

RNAS/FAA (1915) 936 made. Used until 1933

The Short Admiralty Type 184, (unofficially also Short 225 after the Sunbeam engine power rating) was a mass-produced, successful British two-seat reconnaissance, torpedo-bomber seaplane with folding-wings. It was designed by Horace Short, one of the company founder, first flown in 1915 and remained in service until after 1918 (Estonia until 1933). One would remain the very first aircraft to sink a ship with a torpedo whikle another took a critical role in the famous Battle of Jutland.

Development

Using a torpedo to sink a ship was an idea running from 1970 already, and now was solidly implanted in the Navy, but before even WWI broke out, the idea of using an aircraft to carry and drop a torpedo was seducive but unrealistic given the performances of aviation in those days. With anemic engines, these early models were barely able to leave the ground with a single pasenger, let alone to carry anything else. In 1915 some already carried light bombs, but engineering soon caught up and engines were from 30 hp in 1914 to 200 hp in 1917 and even 400 hp and more in 1918.

As it happened, frames were perfected to carry heavier loads, and in the meantime, the idea to create smaller, lightweight torpedoes made the idea of a "flying torpedo carrier" not that far away. Before the Sopwith Cuckoo, first dedicated torpedo carrier used by the RNAS, it was theorized that seaplanes could equally carry torpedoes. Plus they could be operated easier, from seaplane carriers instead of more complicated aircraft carriers, still in their experimental phase. To compare, the Royal Navy had the largest seaplane carrier fleet of all belligerents by far.

Short Admiralty 166

Short Admiralty Type 166 tested on HMS Ark Royal in 1915-16

Meanwhile, in 1915, The admiralty asked Short, the specialist for seaplanes at the time, to come up with a versatile design for thse new, numerous seaplane carriers to be operated by the fleet. Given their limited capacity of these vessels, the Admiralty introduced a concept that would be the default role assignation until late WW2: Making the most versaile models. Short developed on a difficult specification a large model, as a two-seat reconnaissance, bombing and torpedo-carrying folder seaplane. In fat prospects started early, with six aircraft, known within Shorts as the Type A, originally in 1914, assigned the Admiralty serial numbers 161 to 166.

First flying in August 1914, the 166 had its first torpedo-dropping trials using a 160 hp (120 kW) Gnome engine. But it proved insufficiently powerful. And so in September, a new specification was formulated for an improved model powered by the most powerful engine at the time, the 225 hp (168 kW) Sunbeam Mohawk currently under developement. It was not restricted to Short as the tender concerned Sopwith, J. Samuel White in addition to Short Brothers. Horace Short answered Murray Sueter, director of the naval air department, made strong assurance it could be done. Two prototypes were ordered (nos. 184 and 185) leading to design the Short Type 184.

Design

The Short 184 was a basic design following earlier Short floatplanes designs as an equal-span, three-bay, tractor biplane. The fuselage was a rectangular section wire-braced wooden box-girder, with lattice work, and spruce longerons, spindled out to reduce weight as well as fittings of manganese steel to avoid corrosion. The fuselage surface was faired on a semi-circular section for extra aerodynamism.

The engine was mounted on fixed bearers forward, with pressed steel transverse frames, mounted between the longerons and large rectangular radiator above and behind the engine and in front of the upper wing. The latter, which shape changed depending on the engine, is also a clear recoignition trait and a relative hinderance for the pilot.

Initial trials with the prototypes showed the Short 184 lacked longitudinal control. The single-acting ailerons were inneficient when taxying downwind. So lengths of bungee cord were attached to control horns on the upper aileron surface, in order to return the aileron to the neutral position as adopted in production. But the improvement was limited so ailerons were then added to the lower wings in production, linked by cables to the upper ailerons, and bungee cord returning the ailerons being rigged between the top of the rear interplane struts and lower ailerons.

The lower wings were parallel-chord, the upper wings increased in chord from the centre section, up to the wingtips. Only the prototype had ailerons solely on the upper wing, whereas the production model had ailerons on the upper and lower wings. They were single-acting and relying on the airflow in order to be maintained in a neutral position, unless pulled downwards by using flight controls. The interplane struts used a frame of steel tubing with a wooden fairings to be more streamlineed, something quite common at the time.

The greater difference with most biplanes, was that the wings could be folded along the fuselage, from the pilot's position. He used a hand-winch in the cockpit to lock them up when flying, using a splined and threaded spigot located at the forward spar. It could be unlocked also by a quarter-turn to the breech of a field-gun. When folded, the wings were supported by a transverse shaft, mounted in front of the tailplane, rotated by a lever in the cockpit. Its upturned ends were engaged with slots on the interplane struts. This allowed the wings to be locked the same way in the folded position, given the fact these aircraft were managed over decks at sea, taking a lot of wind.

The fuselage rested on water through a pair of unstepped main flat bottomed, short but wide floats, fixed by the way of struts anchored on eyes either side of the flanks, forward-middle and aft. The floats rear was rounded downwards. The support struts anchored below the fuselage to front and erar cross-tube, reinforced by cross wiring. For access there was a small flexible lattice hanging below, accessible via the inner low wings reinforced step and lower fuselage encased steps. Both cross-tubes were arched in the middle to accommodate torpedo crutches and latter a system hanged below to support up to eight bombs.

The extra wooden tail float below incorporated a small water-rudder, actuated by torque tubes, connected to the main rudder when swimming. There were also cylindrical airbags fitted beneath the lower wing-tips, looking like fuel tanks. While in production they were often replaced by cheaper, simpler wooden floats. The tail was particular, being also made of simple metal frames covered by canvas but of very large size, almost 1/2 of the lenght of the fuselage, with the tail rudder anchored on its axis mid-way to the vertical stabilizers, with counter-balanced ailerons.

The crew comprised the pilot forward and observer/MG gunner in the aft position, his vision uncluttered by the lower wing. There was a radio transmitter and receiver that he could manage, powered by a wind-driven generator, mounted on a hinged arm and folded back when not in use. There was also a basket for carrier pigeons as a back-up if the radio set failed or was submerged after a forced landing. When resting on water, the poing of balance had the fuselage resting aft on the tail float, and conversely the nose was higher up and thus, higher up when the propeller started to avoid excessive seawater projections.

Engine

Given the large production (almost 1,000, a record for a seaplane in WWI), some of these were produced by alternative manufacturers. The Short 166 which preceded in 1914 the Short 184, was powered by a French 2M7 Salmson, 14-cyl. 2-row water-cooled radial piston engine rated for 200 hp (149 kW). It was recoignised not enough to lift with a torpedo, and thus the Short 184 first major redesign was to adopt a more powerful engine, the Sunbeam 225. But the most common became the Sunbeam 260 hp (190 kW) Sunbeam Maori in alternative to the French 240 hp (180 kW) Renault adopted by some sub-manufacturers like Robey, or the 240 hp (180 kW) Sunbeam Gurkha if the Maori was not available.

The main and common Sunbeam engine used in serie by 1916 was the "225" (Part of the Sunbeam Cusader family) with a 90mm (3.5in) bore and rated at 225 hp (168 kW). Because of it and to refer to latter models, Short seaplanes with it were called "225s" but in 1917 this was renamed the "Sunbeam Mohawk". The Gurkha was developed as a replacement for the Mohawk with a bore of 100 mm (3.94in) gear ratio reduced to 1.86:1 for an output of 240 hp (179 kW) at 2000 rpm and the production ended in October 1916 (It equipped only 74 Short 184).

The powerful V12 Sunbeam Maori derived from the Sunbeam Afridi with side valves. The Maori was an improved version with a bore ported to 100 mm (3.94 in) and retaining a 135 mm (5.31 in) stroke. It displaced 12.27 L (748.8 cu in) for a power output of 260 hp (194 kW) at 2,000 rpm with a quad-bladed geared propeller, wooden and fixed pitch. It became widespread from 1917. Also 100 Afridi were converted to Maori with the last being the Maori Mk.IV. The III was developed as the Sunbeam Manitou, under chief engineer Louis Coatalen and the Tartar for airships.

With the Maori, the Short 184 could reach a top speed of 88.5 mph (142.4 km/h, 76.9 kn) at 2,000 ft (610 m). It was not the fastest kid on the block with most fighters being at least 50 kph faster and climbed slowly, with 8 min 35 s to 2,000 ft (610 m) and an agonising 33 min 50 s to 6,500 ft (2,000 m). Service ceiling was 9,000 ft (2,700 m), which was probably worth an hour to reach, and endurance was four hours at best, at a lower altitude. Nevertheless, this powerful engine enabled to carry a siezable armament for naval operations (see later).

Armament

Being the most powerful and most produced of the serie, the 1917 Short 184 powered by the 260 hp Maori I/II was defended by a single 0.303 in (7.7 mm) Lewis Gun in the rear cockpit, actioned by the observer/radio/navigator aft. There was not forward machine gun for the pilot. The latter however had a visor in order to perform either bombing missions, or torpedo attacks, with a single 14 in (356 mm) torpedo. Under the racks fitted, with four hard points either side it could carry up to 66 Ib (30 kgs) bombs for a total of 520 lb (236 kg).

The 14 inches was the first WWI dedicated air-dropped torpedo entering service with the RNAS. It was fairly small, as naval torpedoes were between 18 and 21 inches. But the model needed to be light enough to be lifted up. Later models such as a powerful Sopwith Cuckoo were able to lift the 18" (45 cm) Mark VII and Mark VII*. I have however no info on the 14 inches model.

All in all, the Short 184 was a remarkable aircraft, stable and reliable, rugged enough for marine operations. It was flown bt more RAF squadrons than any other floatplane in this war and the model was tested or adopted by many allied nations, notably Italy, Japan, Canada, France. Postwar it made a career with the Dutch Navy, Hellenic Navy and Estonian Navy which operated eight of them for a decade, until the last was retired in 1933. With the RN it was the "prime suspect" in seaplane carrier operations, being on board HMS Ark Royal and all converted ships in general.

Operational Life

Mass production Record

The first Short 184 prototype flew in early 1915. An order for ten more was placed, but in the end, 936 aircraft were built by ten different British aircraft companies, making the fame and fortune of Short as the leading British seaplane designer. Outside Short (117 only from the Rochester factory), the 184 was built by the following:

Brush Electrical Engineering Co. Ltd.:190
Frederick Sage & Co. Ltd.: 72
J. Samuel White: 110
Mann, Egerton & Co. Ltd.: 22
Phoenix Dynamo Manufacturing Company: 62
Robey & Co. Ltd.: 256
S E Saunders Limited: 80
Supermarine Aviation Works Ltd. 15
Westland Aircraft Works Ltd. 12

It's odd to see that two future heavyweight of British air manufacturing, Supermarine and Westland, only produced a dozen, whereas now completely forgotten companies such as Robey & Co, and Brush Eletrical produced twice as more airplane than Short.

Early Combat

The two prototypes were "field tested" to validate the design the hard way, in real conditions. They were deployed on HMS Ben-my-Chree, one of the first converted seaplane carrier (and arguably of the most famous), sailed for the Aegean sea on 21 March 1915 to take part in the Gallipoli campaign and make the most of the pristine waters and bright sun, clear skies for useful reconnaissance. On 12 August 1915 one of these prototypes piloted by Flight Commander Charles Edmonds, was the first in the world to attack an enemy ship, with an air-launched 14-inches torpedo. But it had an easy task since the ship already had brren crippled by E14. This was merely the coup de grace.

short 184 and hms ben my chree

On 17 August 1915, another Turkish ship was this time, single handely sunk by a Short 184 torpedo, by Flight Commander Edmonds. This was a transport ship and this happened a few miles north of the Dardanelles. Despte the small warhead of the 14-in torpedo this was enough to flood the unprotected hull. Flt. Lt George Dacre which also carried a torpedo was forced to land due to engine issues. However it could still taxing up, and seeing a close by Turkish tug manage to close up and released his torpedo, sinking it. After dropping the torpedo his plane had enough power to lift off and came back to the Ben-My-Chree. However these actions were marginal. The flights were performed without an ovserver in the rear seat and with little fuel to spare weight, at short distance and iin perfect visual conditions. Performing the same in icy cold, dark and raining north sea was something else entirely. The prototypes also performed as bombers with two 112 lb bombs, and in reconnaissance and gunnery observation missions.

The Short 184 N°8359, was not the only Short 184, but also only British aircraft in the air where it mattered at the time of the Battle of Jutland on 31 May and 1st June 1916. This lone seaplane was flown by Flt. Lt. Frederick Rutland (the famous "Rutland of Jutland"), with the observer, Assistant Paymaster G. S. Trewin. They took off from HMS Engadine, attached to the 3rd Light Cruiser Squadron in reconnaissance, trying to find Hipper's battlecruisers. At 15:30 p.m. while 90 ft (27 m) over the waves in near-fog and continuous squalls she spotted three German cruisers and five destroyers reporting their presence by radio. This crucial information however was missed by admiral Beatty when racing. The Short 184 however had a fuel line rupturing around 15:36 and was forced to land. He reported his situation and taxiied to the seaplane carrier to be recovered at 16:04.

The Short 184 served also in Mesopotamia, flown from the River Tigris at Ora and to drop supplies to the besieged garrison at Kut al Amara.
But the most active users were for anti-submarine patrol and a substantial number of U-Boats were spotted and attacked with bombs but no confirmed kill. Short 184s were also used for experiments such as for the Port Victoria Marine Experimental Aircraft Depot, testing a Bourdillon and Tizard bombsight on 9 May 1916 and hitting a target with a 500-pound bomb from 4,000 feet. Another tested the the Davis gun in April 1916 in order to deal with U-Boats.

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The Type 184 remained in production until the end of the war despite its basic design went back prewar. By December 1918, there were still 315 reported in active service, mainly used for spotting mines. The last were used for training until 1920. Aftyer the Geddes Report they were all stricken and most BU in 1922. Many were exported, and five aircraft received extra seats for four passengers for the Eastbourne Aviation Co., Seaplane and Pleasure Trip Co., and Manchester Airways.

In 2010, the Estonian Maritime Museum announced its recreation (non-flying) of one of the Short 184 of 1920 to be displayed in the historic seaplane hangar. It was completed by the spring 2012 and is now in Tallinn. Another was acquired by the Imperial Japanese Navy as the "Yokosuka Navy Short" (Reconnaissance Seaplane) as engine test-bed.

Brazilian Short 184

Variants

Short Cut

: Modified by Commander C.R. Samson, reduced lower span, deflecting boards under, fin area reduced. Six knots gained in airspeed and better rate of climb were the result. It is cited as the origin of the Mann Egerton Type B.

Type D A single-seat bomber

: The pilot's position was moved to the rear cockpit, freed space used to stow nine 65 lb bombs.

Dover Type 184

: Dover Patrol variant in Newhaven and Cherbourg with larger main floats, modified wing-tip floats.

Short Bomber

: Landplane variant used by the RFC and the RNAS, 84 produced (by Mann Egerton, Parnall, Sunbeam, Phoenix) in 1915-16, retired in 1917. It was used notably for the Zeebrugge Mole attack before the famous first raid.

Short Bomber

Operators

Canada: Royal Canadian Naval Air Service

Chilean Air Force and Chilean Navy (6 aircraft 1919–1933)

Estonian Air Force operated 8 aircraft 1919–33

French Navy, a few tested.

Hellenic Navy

Imperial Japanese Navy, two tested.

Dutch Naval Aviation Service

Royal Naval Air Service: Newhaven Seaplane Base, Royal Flying Corps and Royal Air Force (No. 202, 219, 229, 230, 233-235, 237-243, 245, 246, 248, 249, 252, 253, 263-271 Squadrons.

⚙ Short 184 specifications
Empty Weight	3,703 lb (1,680 kg)
Gross weight	5,363 lb (2,433 kg)
Lenght	40 ft 7+1⁄2 in (12.383 m)
Wingspan	63 ft 6+1⁄4 in (19.361 m)
Height	13 ft 6 in (4.11 m)
Wing Area	688 sq ft (63.9 m2)
Engine	Sunbeam , 260 hp (190 kW)
Top Speed, sea level	88.5 mph (142.4 km/h, 76.9 kn) at 2,000 ft (610 m)
Climb Rate	8 min 35 s to 2,000 ft (610 m)
Ceiling	9,000 ft (2,700 m)
Armament	.303 in (7.7 mm) Lewis Gun, 14 in (356 mm) torpedo/520 lb (236 kg) bombs
Crew	2