During the 1950s, Britain had flight-tested the purpose-built Rolls-Royce Thrust Measuring Rig, a crude but pioneering VTOL aircraft that successfully flew as envisioned, demonstrating the viability of the concept as well as providing useful data to build upon.

[1] However, while the Thrust Measuring Rig had provided valuable insight for designing VTOL aircraft, such as the requirement for an auto-stabilisation system, it suffered from some deficiencies that undermined its value as a platform for further detailed research, such as control lag and a lack of aerodynamic surfaces.

[1] The SC.1 has its origins in a submission by Short Brothers to meet a Ministry of Supply (MoS) request for tender (ER.143T) for a vertical take-off research aircraft, which had been issued in September 1953.

As envisioned, the aircraft was to be used for a series of flight tests to investigate its behaviour during the transition between vertical and horizontal flight modes, to determine the optimum and minimum level of assistance required from the auto-stabiliser during the transition process, to uncover likely operational issues, and to develop related support aids and equipment for the pilot to develop an all-weather approach and landing system.

The lift engines were mounted vertically in side-by-side pairs in a central bay so that their resultant thrust line passed close to the centre of gravity of the aircraft.

The required uniformity of flow was achieved with the help of a set of 7 hinged gills which opened to a forward-facing position to direct air into a plenum which supplied the engines.

[6] The common throttle lever for the four vertical lift engines was the only additional primary control in the cockpit; it was operated in a similar manner to that of the Collective pitch level of a rotorcraft.

[12] Constructed at Short's Belfast factory in Northern Ireland, the first SC.1 prototype, XG900, first undertook initial engine runs at this facility.

After being transported by sea to England, XG900, which was initially fitted only with the propulsion engine, was delivered to the Royal Aircraft Establishment (RAE) at Boscombe Down to begin the flight test programme.

[1] As a result of ground suitability tests, it was determined that conventional runway concrete, pavement, and even grass strips would be adequate for vertical takeoff and landing of the SC.1; however, debris that may be forced out from imperfect surfaces would pose a risk to personnel but not to the aircraft itself.

According to a Ministry of Aviation report, the SC.1 was determined to have been an effective research vehicle when operated within the limits imposed by its small size and restricted capacity; however it was found that a larger aircraft would be necessary for more extensive tests of the instruments and guidance equipment.

The flight testing work relating to vertical takeoff and landing techniques and technologies also proved to be invaluable, and helped further Britain's lead in the field.

[16] The Short SC.1 was ultimately rendered obsolete by the emerging Harrier which, amongst other things, proved that it was unnecessary to carry an additional four engines solely for the purposes of lift-off and landing.

The second SC-1 (XG905) was also preserved and is on static display at the Flight Experience exhibit at the Ulster Folk and Transport Museum, Cultra, Northern Ireland.