View source for Short Belfast

{{short description|Heavy lift turboprop freighter}}
{{Use dmy dates|date=May 2019}}
{{Use British English|date=January 2017}}
{{Infobox aircraft
 |name = Belfast
 |image = File:HeavyLift Cargo Airlines Short Belfast PER Monty.jpg
 |caption = Belfast of [[HeavyLift Cargo Airlines]] lands at [[Perth Airport]] (2004)
 |type = Heavy airfreighter
 |manufacturer= [[Short Brothers]]
 |first_flight= 5 January 1964
 |introduction = 20 January 1966
 |retired = from RAF service 1976
 |primary_user= [[Royal Air Force]]
 |more_users = [[HeavyLift Cargo Airlines]]<ref name=HAC>[http://heavyliftcargo.com/ "HeavyLift Cargo Airlines."] ''heavyliftcargo.com''. Retrieved: 11 April 2010.</ref>
 |produced =1964–1968
 |number_built= 10
}}

The '''Short Belfast''' (or '''Shorts Belfast''')<ref name="Mondey p. 228">Mondey 1981, p. 228.</ref> is a heavy lift [[turboprop]] [[Cargo aircraft|freighter]] that was built by British manufacturer [[Short Brothers]] at [[Belfast]]. Only 10 aircraft were constructed, all of which entered service with the [[Royal Air Force]] (RAF), who operated it under the designation '''Short Belfast C.1'''.

Upon its entry into service, the Belfast was the largest aircraft that the British military had ever operated up to that time.<ref name="Mondey p. 228"/> It was also notable for being the first aircraft to be designed from the onset to be equipped with full 'blind landing' [[autoland|automatic landing system]] equipment.<ref name = "flight 1964 41">''Flight'' 9 January 1964, p. 41.</ref> Following the formation of [[RAF Strike Command]] and a reorganisation of transport assets, the RAF decided to retire all of its Belfast transports by the end of 1976.

Shortly after the type had been retired by the RAF, five Belfasts were sold and entered civilian service with the [[cargo airline]] [[TAC HeavyLift]].<ref name=HAC/> TAC used the aircraft for charter transport, including flights for the RAF. One Belfast is on display at the [[Royal Air Force Museum Midlands]]. 

==Development==
===Origins===
The Belfast has its origins in studies conducted by aircraft manufacturer Short Brothers into the possibility for matching an arrangement of four [[Bristol Orion]] [[turboprop]] engines with an airframe that had been optimised for the purpose of transporting various military stores during the mid-1950s.<ref name = "flight 1963 499">''Flight'' 19 September 1963, p. 499.</ref> It was decided to continue these studies as part of the firm's management believed that it was highly likely that there would likely be an [[List of Air Ministry specifications|Operational Requirement]] issued for the [[Royal Air Force]] (RAF) seeking such an aircraft in the near future, although Sir [[Matthew Slattery]], chairman of Shorts, expressed his doubt of the practicality of such an aircraft. Slattery believed that developing such an aircraft from scratch would lack sufficient market prospects and instead encouraged the use of as many components and systems from the existing [[Bristol Britannia]] transport aircraft as would be reasonably possible, a measure that was seen as logical and practical, acting to reduce development time and cost while improving reliability, with the downside of lesser performance.<ref name = "flight 1963 499"/>

In March 1957, Shorts submitted its first brochure on their proposed transport aircraft, designated as the ''PD.18'' and given the name ''Britannic'' to reflect its Britannia ancestry.<ref name = "flight 1963 499"/> The PD.18 only differed from the Britannia in terms of its fuselage and high-mounting of its wings; the wings themselves, along with the tail unit, engines, and major portions of the landing gear and various other systems were common to both types. The new circular cross-section fuselage was very large for the era, capable of accommodating a 12-ft-square load for the carriage of bulky loads such as [[radar]] units and the [[Blue Streak (missile)|Blue Streak]] [[medium-range ballistic missile]] (MRBM); it also allows for troops to be carried across two separate decks.<ref name = "flight 1963 499"/>

During 1957, it became clear that there was a definite need within the RAF for a heavy freighter.<ref name = "flight 1963 499"/> Accordingly, the issuing of [[List of Air Ministry specifications#Post 1949 specifications. Air Staff Operational Requirements/targets|Operational Requirement ASR.371]] soon occurred, which sought the procurement freighter capable of carrying a wide range of military payloads over long ranges. The envisioned aircraft was to be operated by [[RAF Transport Command|Transport Command]] of the RAF. The military loads envisaged included [[artillery]], more than 200 troops, [[helicopters]], and [[guided missiles]]. In particular, the RAF issued an increased payload/range demand of 30,000 lb being carried over a distance of 3,600 n.m, greater than the Service had originally been considering.<ref name = "flight 1963 499"/>

To meet with the stated requirements, Shorts proceeded to develop their original proposal for the Britannic, which was basically stretched into the ''Britannic III A''.<ref name = "flight 1963 499"/> As the design of the proposed aircraft was repeatedly revised, it had less and less in common with the earlier Britannia, incorporating a greater proportion of all-new components, sections, and systems. Amongst the changes made were a new centre section to the wing which added around {{convert|16|ft| 6|in|abbr=on}} to the [[Wingspan|span]] and the adoption of the [[Rolls-Royce Tyne]] engine.<ref name = "flight 1963 499"/> In January 1959, the Ministry announced its selection of Short's design to meet the requirement. Accordingly, in February 1959, work on the Short's project formally commenced, known by the internal designation ''SC.5/10''. On 21 December 1960, a contract for a total of 10 freighters, designated Belfast C.1, was signed.<ref name = "flight 1964 935"/><ref name = "flight 1963 499"/>

On 5 January 1964, the prototype Belfast had its [[maiden flight]] from [[George Best Belfast City Airport|Sydenham Airport]], [[Belfast]]; chief test pilot Denis Taylor and a crew of six flew for 55 minutes.<ref>''Flight International'', Vol. 85, No. 2862, 16 January 1964, p. 97.</ref><ref name = "flight 1964 40"/> Following that flight, Taylor stated "It was the easiest ride I have had for a very long time... The aircraft was an absolute joy to fly. She's a beauty." The first two aircraft produced were equipped with dedicated flight-test instrumentation and were used to complete development trials, which totalled roughly 850 flight hours; certification was conducted to both RAF and [[Civil Aviation Authority (United Kingdom)|Air Registration Board]] (ARB) requirements.<ref name = "flight 1964 40">''Flight'' 9 January 1964, p. 40.</ref> The first [[autoland]]ing was performed after only 120 hours' test flying, less than originally estimated.<ref name = "flight 370"/>

On 5 October 1964, the first of three flying Belfasts departed [[Northern Ireland]] for [[Torrejón de Ardoz]], the [[Community of Madrid]], [[Spain]], to participate in two weeks of performance trials; this was the first flight abroad performed by the type.<ref>[https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202615.html "Belfast in Spain."] ''Flight International'', 8 October 1964. p. 616.</ref> According to Shorts Brothers Chairman, C. E Wrangham, the Belfast had a forecast [[break-even]] point of 30 aircraft.<ref name = "stol belfast"/> Despite the order for only ten aircraft, the decision had been made to assemble the aircraft using production [[jig (tool)|jigs]].<ref name = "wood 225">Wood 1975, p. 225.</ref>

===Proposed derivatives===
Multiple derivatives of the Belfast were proposed by Short. Two principal civil versions of the aircraft, designated as ''SC5/10A'' and ''SC5/31'', were mooted during the early 1960s.<ref name = "flight 1964 935"/> The SC5/10A was to have been a commercial freighter derived directly from the Belfast C.1, retaining much of its design such as its large rear loading doors for access to the main freight hold. The payload was to be increased to {{convert|85,000|lb|t|abbr=on}}; reportedly, up to 150 passengers could be seated on a single deck while up to 288 people could be seated across a double-deck configuration.<ref name = "flight 1964 935">{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202952.html |title=SC.5 Belfast |magazine=Flight International |date=26 November 1964 |page=935  |archive-url=https://web.archive.org/web/20170202031111/https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202952.html |archive-date=2 February 2017}}</ref><ref name = "flight 1963 508"/>

The second civil variant to be offered, the SC5/31, was to have featured a swinging nose arrangement for loading purposes in place of the rear door layout used upon the RAF model of the aircraft.<ref name = "flight 1964 935"/> It was claimed that both the payload and maximum takeoff weight would be considerably elevated above its predecessor. One proposed configuration for the SC5/31 was as a [[transatlantic flight|transatlantic]] airliner, carrying a maximum of 138 passengers on the top deck and up to 55,000&nbsp;lb of [[pallet]]ised cargo on the lower deck; it was projected that it would be capable of flying a payload of 100,000&nbsp;lb on the [[London]]-[[New York City]] route.<ref name = "flight 1964 935"/><ref name = "flight 1964 41"/> During 1964, Short revealed that it had approached [[British European Airways]] (BEA) with its proposal for a large double-deck short-haul passenger version of the Belfast.<ref name = "flight 1964 937">[http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202954.html "288-seater."] ''Flight International'', 26 November 1964, p. 937.</ref><ref name = "flight 1963 508"/>

Additional military versions of the Belfast were proposed. The ''SC5/35'' model was intended to be a strategic freighter capable of conducting very long range missions, while the ''SC5/15'' was an envisioned tactical transport configuration, the latter of which was claimed to have required very little modification from the existing aircraft.<ref name = "flight 1964 935"/> A more advanced tactical airlifter, designated as ''SC5/21'', was formulated to conform with the requirements of [[List of Air Ministry specifications#Post 1949 specifications. Air Staff Operational Requirements/targets|Operational Requirement OR.351]], which was to have [[STOL]] (short takeoff/landing) capabilities.<ref name = "wood 227"/> It was intended to harness a [[Boundary layer#Aerodynamics|boundary layer]] control system, to have been powered by a removable pack of three [[Rolls-Royce Limited]] [[Turbocharger|turbocompressors]] installed in a hump above the fuselage, which would have discharged high pressure air over the [[Flap (aeronautics)|flaps]] and control surfaces of the tail and wings.<ref name = "stol belfast">[https://www.flightglobal.com/pdfarchive/view/1962/1962%20-%201368.html "Belfast Future."] ''Flight International'', 9 August 1962. p. 182.</ref><ref name = "flight 1963 508"/>

Perhaps one of the most extensive proposed modifications of the basic Belfast design, designated as ''SC.5/40'', was to be done in partnership with the American aerospace firm [[Lockheed Corporation]].<ref name = "flight 1963 508">''Flight'' 19 September 1963, p. 508.</ref> For this variant, the fuselage of the Belfast would have been paired with the wing of the [[Lockheed C-141 Starlifter]], which would have readily enabled the adoption of [[turbojet]] engines in place of the turboprops. Speculated engines to power this variant included the [[Pratt & Whitney JT3|Pratt & Whitney JT3D-3]] (18,000&nbsp;1b thrust) or JT3D-8 (21,000&nbsp;1b), [[Rolls-Royce Conway|Rolls-Royce Conway 550]] (21,825&nbsp;1b) or [[Bristol Siddeley BS.100]] (27,000&nbsp;1b approximately).<ref name = "flight 1963 508"/><ref name = "wood 227">Wood 1975, p. 227.</ref> A broadly similar but improved proposal, designated as ''SC.5/45'', was heavily promoted by Shorts for [[List of Air Ministry specifications#Post 1949 specifications. Air Staff Operational Requirements/targets|Operational Requirement ASR.364]], partly on the basis that it would also enable a near-identical civil-orientated model to be produced for home and export use, designated as ''SC.5/41''.<ref name = "wood 231">Wood 1975, p. 231.</ref> Detailed presentations on the ''SC.5/41'' and ''SC.5/45'' proposals were made to [[British Overseas Airways Corporation]] (BOAC) and RAF respectively, but no military order was forthcoming.<ref name = "wood 231 232">Wood 1975, pp. 231–232.</ref>

==Design==
[[File:Short Belfast on display at RAF Cosford Museum - geograph.org.uk - 1013849.jpg|thumb|Belfast C.1 XR371 ''Enceladus'' preserved at [[Royal Air Force Museum Midlands]]]]
[[File:Short Belfast G-HLFT Cockpit F389-13A.jpg|thumb|The spacious cockpit of the Short Belfast]]

The Short Belfast was a large heavy-lift [[Strategic airlift|strategic transport]] aircraft.<ref name = "flight 370">Williams, Brian. [https://www.flightglobal.com/pdfarchive/view/1967/1967%20-%200374.html "The Belfast System."] ''Flight International'', 9 March 1967. p. 370.</ref> It featured a high-mounted wing, which carried four Rolls-Royce Tyne turboprop engines. According to aerospace publication ''[[Flight International]]'', the design of the assemblies of the surfaces of both the tail and wing of the Belfast had been derived from the [[Bristol Britannia]].<ref name = "flight 1964 40"/> One of the major changes to the wing was its conversion to a [[wet wing]], which was performed by [[Canadair]]. There are few other common elements between the Belfast and the Britannia, although there had been a much greater proportion intended during initial designs for the aircraft.<ref name = "flight 1963 499 500">''Flight'' 19 September 1963, pp. 499–500.</ref>

The fuselage of the Belfast was a relatively conservatively stressed cylinder of a conventional design.<ref name = "flight 1963 500">''Flight'' 19 September 1963, p. 500.</ref> It was developed with a target [[Safe-life design|safe-life]] of 15,000 pressure cycles, which was fatigued tested using a complete fuselage immersed in a water tank. [[Fail-safe]] principles were used in the design of the large side door, rear ramp and door.<ref name = "flight 1963 500"/> Rolled Z-sections were used throughout the majority of the fuselage frames and [[Longeron|stringers]], while [[box beam]]s are used where the exertion of heavier-than-average loads had been typically anticipated; the structure lacks any use of [[forging]]s or machined members.<ref name = "flight 1963 500"/>

The flying controls of the Belfast incorporated numerous features developed by [[Bristol]] and Canadair, in addition to Shorts; all three companies had heavily collaborated on its development.<ref name = "flight 1963 500"/> It used the same manual servo-tab system as used on the Britannia, but had some advancements, especially in terms of [[Flight dynamics (fixed-wing aircraft)#Lateral modes|lateral control]] via a simpler [[Spoiler (aeronautics)|spoiler]] configuration. Other advancements include the linking of the port [[aileron]] to the [[rudder]] to counteract adverse rolling due to rudder deflection, and the elevator is linked to the flaps to cancel out [[Trim tab|trim]] changes caused by flap operations.<ref name = "flight 1963 500"/> The Belfast was equipped with a full [[autoland|automatic landing system]], produced by [[GE Aviation Systems|Smiths Aerospace]], the first aircraft in the world to be designed to feature such capability from the onset of development.<ref name = "flight 1964 41"/> The autopilot and flight control system, known as the ASR 518, was triplex in the [[aircraft principal axes#Longitudinal axis (roll)|roll]] and [[aircraft principal axes#Transverse axis (pitch)|pitch]] channels, with duplex or emergency simplex ability. The [[instrument landing system]] comprised many functions, such as an [[autothrottle]], a [[head-up display]], and [[radio altimeter]].<ref name = "flight 370"/>

The cargo deck, {{convert|84|ft|m|abbr=on|adj=mid|long}} in a circular-section [[Aircraft pressurization|pressurized]] fuselage over {{convert|16|ft|m|abbr=on|adj=mid|in diameter}} (roomy enough for two single-deck [[bus]]es), was reached through a "beaver tail" with rear loading doors and integral ramp. It was large enough that [[forklift]] trucks could work within the cargo hold.<ref name = "flight 1964 41"/> The main undercarriage was two eight-wheel bogies and a two-wheel nose. The Belfast was capable of a maximum takeoff weight (MTOW) of over 220,500&nbsp;lb (100 [[tonne]]s) – less than the contemporaneous 250-tonne [[Antonov An-22]] and the 128-tonne [[Douglas C-133 Cargomaster]], but more than the [[Lockheed C-130 Hercules]]. It could carry 150 troops with full equipment or various vehicles, such as a single [[Chieftain tank]], or up to three [[Alvis Saladin]] [[Armored car (military)|armoured cars]], or a pair of [[Westland Wessex]] helicopters, or up to four [[Westland Whirlwind (helicopter)|Westland Whirlwind]] helicopters, or up to six [[Westland Wasp]] or [[Westland Scout]] helicopters, or a pair of [[UGM-27 Polaris|Polaris]] [[submarine-launched ballistic missile]]s.<ref name = "flight 1964 41"/>

==Operational history==
===RAF service===
[[File:Short SC5 Belfast C.1 XR364 53 Sq FAR 12.09.64 edited-2.jpg|thumb|right|Belfast C.1 ''XR364'' "Pallas" in service with [[No. 53 Squadron RAF]] Transport Command]]
[[File:Transmeridian Air Cargo Short Belfast at Stansted - 1979.jpg|thumb|Short Belfast of [[Transmeridian Air Cargo]] at [[London Stansted Airport|Stansted]] in 1979]]

On 20 January 1966, the Belfast C.1 entered service with [[No. 53 Squadron RAF|No. 53 Squadron]] when ''XR367'' (the sixth production aircraft) was delivered to [[RAF Brize Norton]] in [[Oxfordshire]]. Four months later, No. 53 Squadron was relocated to [[RAF Fairford]], [[Gloucestershire]], to make way for upgrades being performed at Brize Norton; they returned to RAF Brize Norton in 1967.<ref>{{Cite web |date=13 October 2021 |title=No 51 - 55 Squadron Histories |url=http://www.rafweb.org/Squadrons/Sqn051-55.htm |access-date=2022-06-25 |website=Air of Authority - A History of RAF Organisation}}</ref> Unusually for service aircraft, all the Belfasts were given names{{efn|the aircraft were named after [[Samson]], [[Spartacus]], [[Theseus]], [[Heracles]], [[Goliath]], [[Hector]], [[Enceladus (giant)|Enceladus]], [[Pallas (Giant)|Pallas]], [[Atlas (mythology)|Atlas]], [[Ajax the Great|Ajax]]}}
Following the type's entry into RAF service, it became apparent that a major drag problem was preventing the initial five aircraft from attaining Short's desired performance. Modifications and testing were subsequently carried out, particularly on aircraft ''SH1818'' (which was at the time perfecting the RAF's requirement for CAT 3 automated landings at [[RAE Bedford]]), and a new rear fairing was developed, which had the result of raising the fleet's cruising speed by 40&nbsp;mph.{{Citation needed|date=January 2017}}

[[File:Belfast@SYD.JPG|thumb|The Belfast is quite a large aircraft, as can be seen in this photo when it is compared to the vehicles and personnel near it.]]

The reorganisation of the new [[RAF Strike Command]] was to have repercussions on the RAF's Belfast fleet and ushered in the retirement of a number of aircraft types, including the [[Bristol Britannia]] and [[de Havilland Comet]] in 1975. By the end of 1976, the Belfast fleet had been retired and flown to [[Cotswold Airport|RAF Kemble]], Gloucestershire for long-term storage.{{Citation needed|date=January 2017}}

===Civilian operations===
TAC HeavyLift purchased five Belfasts for commercial use in 1977 and operated three of them from 1980 after being reworked to receive commercial [[type certificate|certification]]. Ironically, some of them were later [[air charter|chartered]] during the [[Falklands war]], with some sources suggesting that this cost more than keeping all the aircraft in RAF service until the 1990s.<ref>Hewson 2001</ref> HeavyLift's Belfasts were again contracted to support the RAF during the first [[Gulf War]], transporting vehicles and helicopters too large to be carried by the Hercules fleet.{{citation needed|date=December 2018}}

After being retired from TAC HeavyLift service, several were parked at [[Southend Airport]] for a number of years.

One aircraft was refurbished and flown to [[Australia]] in 2003, operated by [[HeavyLift Cargo Airlines]]. This aircraft is no longer flying; it was often visible parked on the General Aviation side of [[Cairns International Airport]] in [[Queensland]], in company with one or two of the company's Boeing 727s. Now registered ''RP-C8020'', it was moved to the general aviation (western) side of the Cairns airport on 19 August 2011, after spending the best part of a year sitting on the Cairns International apron where it had been moved prior to the scrapping of the remaining company Boeing 727 (RP-C8016) at the end of September 2010. The HeavyLift titles were painted over on 28 August 2011, but the registration ''RP-C8020'' was still visible. The aircraft was photographed intact, but with no registration visible, at Cairns Airport on 7 August 2017.<ref>{{cite web|url=https://www.jetphotos.com/photo/8674281|title=RP-C8020|website=JetPhotos|access-date=4 December 2018}}</ref> Following registration with the FAA as ''N1819S'', the Cairns Belfast is apparently undergoing restoration to flight and return to service.<ref>{{cite web|url=https://www.scramble.nl/civil-news/belfast-back-in-action|access-date=8 March 2024 |title=Belfast back in action? |date=24 September 2023 }}</ref>

A second Belfast, ''G-BEPS'' (SH1822), was to have joined her in Australia following refurbishment at Southend Airport,<ref>Wastnage, Justin. [https://www.flightglobal.com/news/articles/picture-second-shorts-sc-5-belfast-oversized-freighter-restored-for-17000km-ferry-flight-and-211367/ "17,000km ferry flight and return to revenue service this year."] ''Flight International'', 3 January 2007.</ref> but was instead scrapped in October 2008.<ref>Burton, Keith. [http://www.jetphotos.net/viewphoto.php?id=6400120&nseq=0 "Belfast SC-5."] ''jetphotos.net''. Retrieved: 11 April 2010.</ref> The last production Belfast (''Enceladus'', XR371) is preserved at the RAF Museum Midlands. This aircraft was repainted before being displayed under cover at the National Cold War Exhibition.<ref>[http://www.historyofaircargo.com/i-RAF-Short-Belfast-C1.-RAF-Museum.html "RAF Short Belfast C1 (RAF Museum)."] {{webarchive|url=https://web.archive.org/web/20070211092904/http://www.historyofaircargo.com/i-RAF-Short-Belfast-C1.-RAF-Museum.html |date=11 February 2007 }} ''HistoryofAirCargo.com''. Retrieved: 11 April 2010.</ref>

==Operators==

===Military operators===
;{{UK}}
* [[Royal Air Force]]
** [[No. 53 Squadron RAF]]

===Civil operators===
;{{AUS}}
* [[HeavyLift Cargo Airlines]]
;{{UK}}
* TAC HeavyLift
* [[Transmeridian Air Cargo]]

==Specifications (Belfast C Mk.1)==

{{Aircraft specs
|ref=Jane's All The World's Aircraft 1969–70<ref name="JAWA69 p223-4">Taylor 1969, pp. 223–224.</ref>
|prime units?=imp
<!--
        General characteristics
-->
|crew=5 (two pilots, engineer, navigator and loadmaster)
|capacity=150 troops (250 with removable upper floor installed) / {{cvt|78000|lb|0}} payload
|length ft=136
|length in=5
|length note=
|span ft=158
|span in=9.5
|span note=
|height ft=47
|height in=0
|height note=
|wing area sqft=2466
|wing area note=
|aspect ratio=10.22
|airfoil='''root:''' [[NACA airfoil|NACA 25017]]; '''tip:''' [[NACA airfoil|NACA 4413]]<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight lb=127000
|empty weight note=
|gross weight lb=
|gross weight note=
|max takeoff weight lb=230000
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number=4
|eng1 name=[[Rolls-Royce R.Ty.12 Tyne Mk.101]]
|eng1 type=turboprop engines
|eng1 shp=5730
|eng1 note=equivalent

|prop blade number=4
|prop name=[[Hawker Siddeley Dynamics]] 4/7000/6 
|prop dia ft=16
|prop dia in=
|prop dia note=constant-speed fully feathering propellers
<!--
        Performance
-->
|max speed kts=306
|max speed note=
|cruise speed kts=292
|cruise speed note=at {{cvt|24000|ft|0}}
|stall speed kts=97
|stall speed note=
|never exceed speed mph=
|never exceed speed note=
|minimum control speed mph=
|minimum control speed note=
|range nmi=870
|range note=with maximum payload
|ferry range nmi=5300
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling ft=30000
|ceiling note=
|climb rate ftmin=1060
|climb rate note=
|time to altitude=
|lift to drag=
|wing loading lb/sqft=
|wing loading note=
|fuel consumption lb/mi=
|power/mass=
|more performance=<!--<br />
*'''Take-off run:''' {{cvt||ft|0}}
*'''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt||ft|0}}
*'''Landing run:''' {{cvt||ft|0}}
*'''Landing distance from {{cvt|50|ft|0}}:''' {{cvt||ft|0}}-->
|avionics=*[[EKCO]] E190 weather radar<ref>{{cite magazine  |url = http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%201556.html |title = Radar for the Belfast |magazine= Flight |publisher=Iliffe Transport Publications Ltd |number=2746 |volume= 80 |date = 26 October 1961 |page = 660  |archive-url=https://web.archive.org/web/20160305143629/https://www.flightglobal.com/pdfarchive/view/1961/1961%20-%201556.html |archive-date= 5 March 2016}}</ref>
}}

==See also==
{{aircontent
<!-- designs which were developed into or from this aircraft: -->
|related=

<!-- aircraft similar in appearance or function to this design: -->
|similar aircraft=
* [[Antonov An-22]]
* [[Douglas C-133 Cargomaster]]
* [[Douglas C-124 Globemaster II]]
* [[Lockheed C-130 Hercules]]
|lists=
* [[List of aircraft of the Royal Air Force]]
}}

==References==

===Notes===
{{notelist}}

{{Reflist}}

===Bibliography===
{{Refbegin}}
* Hales-Dutton, Bruce. "Database: Short Belfast". ''[[Aeroplane Monthly|Aeroplane]]'', Vol. 44, No. 12, December 2016. pp.&nbsp;79–93. {{ISSN|0143-7240}}.
* Hewson, Robert, ed. ''Commercial Aircraft and Airliners''. London: Aerospace Publishing Ltd. and Airlife Publishing Ltd., 2nd ed, 2001. {{ISBN|1-84037-064-5}}.
* Mondey, David.  ''Encyclopedia of the World's Commercial and Private Aircraft''. New York: Crescent Books, 1981. {{ISBN|0-517-36285-6}}.
* [[John W. R. Taylor|Taylor, John W. R.]] ''Jane's All The World's Aircraft 1969–70''. London: Sampson Low Marston & Company, 1969. {{ISBN|0-354-00051-9}}.
*{{cite magazine |author= ((The Technical Editor)) |url=https://www.flightglobal.com/pdfarchive/view/1963/1963%20-%201689.html |title=Belfast: Short's Strategic Freighter for the RAF |magazine=Flight International |number= 2845 |volume= 84 |date= 19 September 1963 |pages=499–508 |archive-url=https://web.archive.org/web/20170202033435/https://www.flightglobal.com/pdfarchive/view/1963/1963%20-%201689.html   |archive-date= 2 February 2017   }}
*{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%200057.html |title=The Short Belfast Airborne |magazine=Flight International |number=2861 |volume= 85 |date=9 January 1964 |pages=40–41  |archive-url=https://web.archive.org/web/20170202033904/https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%200057.html |archive-date= 2 February 2017   }}
* White, Molly O'Loughlin. ''Belfast : The Story of Short's Big Lifter''. Hinckley, UK: Midland Counties Publications, 1984. {{ISBN|0-904597-52-0}}.
* Wood, Derek. ''Project Cancelled''. Macdonald and Jane's Publishers, 1975. {{ISBN|0-356-08109-5}}.
{{Refend}}

==External links==
{{Commons category}}
* [https://web.archive.org/web/20070930165440/http://www.britishaircraft.co.uk/aircraftpage.php?ID=37 Short Belfast] – British Aircraft Directory
* [https://archive.today/20130103233310/http://heavyliftcargo.com/belfastcap.htm Short Belfast capabilities]
* [http://www.airliners.net/info/stats.main?id=355 Short Belfast specs and history at airliners.net]
* [https://web.archive.org/web/20070206132445/http://www.rafmuseum.org.uk/short-brothers-belfast-ci.htm Short Belfast XR371 "Encedalus" at RAF Museum]
* [http://www.airliners.net/search/photo.search?regsearch=XR371&distinct_entry=true Short Belfast XR371 "Encedalus" photo gallery at airliners.net]
* [http://www.abpic.co.uk/search.php?q=XR371&u=reg Short Belfast XR371 "Encedalus" photo gallery at Air-Britain Photos]

{{Short Brothers aircraft}}

[[Category:1960s British military transport aircraft]]
[[Category:Short Brothers aircraft|Belfast]]
[[Category:Four-engined tractor aircraft]]
[[Category:Four-engined turboprop aircraft]]
[[Category:Aircraft first flown in 1964]]
[[Category:High-wing aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]