463:, which posed a fire hazard. According to Wood, there was a preference for the HTP approach, as used by the SR.53, alongside an unwillingness to continue to support the operation of two different fuel programmes. However, the validity of this reason is undermined somewhat by the fact that Avro had been proposing to switch to using HTP and the Spectre, the same engine that was used by the SR.53. Another factor that had influenced the cancellation was the hesitancy of the RAF to back either project, the service had apparently wanted to wait until after flight evaluations had been conducted before it was to make any determination on its preference.
477:
believed that a larger jet engine should match the steady supersonic cruising speed of the aircraft, and that the rocket motor should be mainly used for high performance climbs, turns, and rapid acceleration instead. Accordingly, the SR.177 was a much larger and sophisticated aircraft that would provide for more range and overall superior performance to the SR.53. It was sized to be able to carry a useful airborne radar, which
Brennan had deemed to be essential for interception at the high altitudes at which the new fighter was meant to operate. The new, larger aircraft was also to be developed into separate versions for maritime use by the
331:, the company's chief designer, had already directed members of the design team to study the prospects of rocket-propelled aircraft capable of flying at altitudes of up to 30,000 metres (100,000 ft) and had published a report entitled 'Investigation of Problems of Pure Rocket Fighter Aircraft' at the same time that the Ministry had issued Specification F124T. Saunders-Roe approached the Ministry on its failure to follow conventional policy in not dispatching the specification nor an invitation to tender to the firm; as a result, on 24 March 1951, the Ministry asked the company to submit its designs alongside the other competitors.
430:
introduction date of 1957. However, Wood observes that this was far too ambitious as it did not leave time to address the complexity of the aircraft, nor did it accommodate room for delays in the supply of the separately-produced
Spectre engine. Unresolved issues with elements of the design caused a series of setbacks, including one notable incident in the form of an explosion occurring during ground tests of the Spectre rocket engine. Construction of the first SR.53 prototype took longer than anticipated, in part due to
35:
596:
338:, was capable of very high speeds, being projected as being capable of a top speed of Mach 2.44 (2,592 km/h; 1,611 mph) when at an altitude of 18,000 metres (60,000 ft), and a rate of climb of 16,000 metres (52,000 ft) per minute around an altitude of 15,000 metres (50,000 ft). An auxiliary disposable undercarriage could be used for takeoffs, along with
807:
290:, which sought a rocket-powered interceptor that could attain an altitude of 18,000 metres (60,000 ft) in just 2 minutes 30 seconds. Many of the performance requirement laid out by OR 301 was due to the anticipation of rapid increases in performance by the opposing Soviet aircraft; by the early 1960s, it was suspected that these bombers might well be capable of
490:
546:, XD151 crashed on 5 June 1958 during an aborted takeoff on its 12th flight. Running off the runway, the aircraft struck a concrete approach light, exploding on impact and killing its pilot, Squadron Leader Booth. The remaining prototype continued to fly with Lt Cdr Peter Lamb taking over the flight test programme.
441:
The date of the first flight was first set back to March 1955, and then into 1957. Unique challenges were posed by the HTP fuel, including the development of suitable storage bags and the fuel flow proportioner. In
January 1954, the Ministry reduced its order from three SR.53 prototypes to two, which
412:
On 5 May 1953, an advisory design conference was hosted at the
Ministry of Supply focusing on the SR.53; three days later, a formal contract for the production of the three prototypes was received. Due to doubts within the RAF and the Ministry over the correct fuel/motor to select for the aircraft in
538:
was at the controls of XD145 for the first test flight, following up with the maiden flight of the second prototype XD151, on 6 December 1957. Test results indicated "...an extremely docile and exceedingly pleasant aircraft to fly, with very well harmonized controls". Both prototypes flew a total of
346:
arrangement. The firm had quickly identified that that original unpowered 'glide home' approach to be dangerous and expensive; they approached the Air
Ministry with their concept of a secondary jet engine for the purposes of powering the aircraft's journey home. The Ministry was enthusiastic on this
298:
2 with a potential operational altitude as high as 24,000 metres (80,000 ft). Accordingly, a capable defence interceptor that could form part of the nation's measures to counter this threat would need to be capable of similar speeds and an exceptionally high rate of climb in order to reach high
302:
The development of the Sprite and the
Snarler had led to the possibility of a more powerful rocket engine being developed as the planned powerplant for a viable "point defence" interceptor. The requirements of O.R. 301 were considered onerous, including a ramp launch and landing on a skid, and with
168:
technology, leading to reconsideration of the aircraft's purpose. In July 1960, the development programme was formally cancelled, by which time a total of 56 test flights had been performed. A pair of prototype SR.53 aircraft had been completed and used during flight tests. The second prototype was
429:
Saunders-Roe, recognising that it would need to outdo the competing Avro 720 if the SR.53 was to be likely to survive, upon having been issued with the contract to build the three prototypes, set a schedule that called for a first flight to be conducted in July 1954, along with a projected service
218:
which, via rocket propulsion, had been capable of unparalleled rates-of-climb, enabling them to (at least in theory) rapidly sortie to intercept enemy bombers before they reached their targets. As the performance of these aircraft had become increasingly well known to the Allies, RAF experts were
450:
By
September 1953, the programme to develop these aircraft came under scrutiny due to a need to implement cost cuts; as a result, the contract for the Avro 720 was eventually cancelled. One of the reasons for preferring the SR.53 was although the aircraft was developmentally behind, its use of
558:
had been published outlining the
British government's policy to largely abandon piloted aircraft in favour of concentrating on missile development. At the same time, jet engine development had progressed a long way in the six years since the SR.53's initial design. Combined with the fact that
476:
on the SR.53 and the Avro 720 to have been a vital flaw despite it not being a requirement of the specification, leaving the pilot dependent on his own vision and direction being provided by ground-based radar control. Brennan had also been dissatisfied with the use of the turbojet engine; he
369:
rocket engine, the exhausts of which were mounted one atop the other on the rear fuselage beneath the tail. Saunders-Roe had originally proposed to develop their own rocket motor to power the SR.53, having not been initially pleased with the performance of either the
Spectre nor the Screamer;
524:
at RAF Boscombe Down. On 16 January 1957, the first installed ground run of its
Spectre engine was performed; on 16 April 1957, this was followed by the first installed ground run of its Viper engine. On 9 May 1957, XD145 conducted the type's first ground taxiing trial.
262:
mix. During the early 1950s, both engines proceeded to the flight testing phase; however, some of the demand for their role to provide fighters with increased performance was soon being met by the increasing prevalence of conventional jet engines being equipped with
401:, which replaced the originally-envisaged retractable battery of 51-millimetre (2 in) rockets. During the first four months of 1953, Saunders-Roe had to perform a structural redesign of the SR.53's fuselage, wing, and undercarriage due to a determination by the
307:
F124T allowed for a mixed powerplant configuration along with the adoption of a conventional undercarriage. On 21 February 1951, the revised Specification F124T was circulated to half a dozen of Britain's various aircraft manufacturers to solicit their submissions.
342:-based booster rockets. In the event of an emergency, the entire cabin would have originally been jettisoned as a means of providing the pilot with a means of escape; due to the work involved in developing this, it was instead replaced by a more standard
509:, where the company was based and typically conducted development from. To this end, the firm constructed a HTP storage facility at the Hurn site; specialised radio aids were also installed and initially tested using a specially-modified
563:
had meant that any incoming bomber threat could be detected much earlier, the need for an aircraft like the SR.53 had disappeared, and the project was cancelled on 29 July 1960, with the third prototype (XD153) never built.
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On 30 October 1952, the company received an Instruction to Proceed from the Ministry for the completion of three prototypes. On 12 December 1952, further refinement of the concept led to the release of the defined
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446:
facility. Development with the competing Avro 720 proceeded more smoothly; by 1956, its prototype was virtually complete and was viewed as being capable of flying up to a year ahead of the lagging SR.53.
161:, using its rocket propulsion to rapidly climb and approach incoming hostile bombers at high speeds; following its attack run, the aircraft would then return to its base using jet propulsion.
222:
In the aftermath of the war, German rocket technology was studied extensively by various members of the former Allied nations. Britain had quickly opted to commence a programme to develop
210:
had extensively developed its own rocket-powered aircraft to augment its interception capabilities, in the final two years of the war, it had been able to deploy aircraft such as the
481:
and for West Germany as well as for the RAF. Saunders-Roe worked on both the SR.53 and SR.177, the latter being worked on by a newly formed High Speed Development Section.
370:
however, it was recognised that this would take substantial development work. By October 1952, the basic outline of the aircraft had been finalised, replacing the combined
521:
327:. However, Saunders-Roe was in fact interested in the new requirement, having been already independently conducting studies into high-altitude and high-speed flight.
17:
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421:. Of the six companies that tendered proposals, two were selected for development contracts: A.V. Roe with their Avro 720 and Saunders-Roe with the SR.53.
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Although the SR.53 proved to have promising performance during test flights, the requirement for such an aircraft had been overtaken by rapid advances in
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505:, to support the site's use as a base for test flights of the SR.53. This measure had been necessitated by a lack of suitable airfields on the
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of earlier proposed with slotted flaps, the Viper engine was relocated upwards and was to be fitted with a straight jet pipe rather than a
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destroyed during one such test flight in June 1958. The first prototype has been preserved to this day. It rests on public display at the
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having problems delivering the Spectre engine on time, installing auxiliary equipment was also time-consuming. Accordingly, the
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By the end of April 1951, Saunders-Roe submitted their detailed proposal. The proposed single-seat aircraft, designated as the
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which had been lent by the Ministry of Supply. This setup would ultimately remain unused as flying trials were centered at
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order to meet the Specification, it was decided to issue a modified specification, and later a development contract, to
402:
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In May 1951, faced with reports on the increasingly potential capability of, and thus the threat posed by, the growing
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with 8.9 kN (2,000 lbf) of thrust; these rocket motors made use of different propellants, the Sprite used a
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230:(RATOG), and during the climb-to-altitude phase of flight. In 1946, work began on a pair of new British-built
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not considering them to be relevant, as the firm had typically been involved in the production of
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During late 1953, Saunders-Roe commenced work upon a derivative design, which was designated the
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390:. The changes of the defined specification mainly revolved around armament changes, adopting the
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developed, the development of new and more effective air defences against large waves of hostile
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11,000 pounds (5,000 kg), including 500 pounds (230 kg) reserved for turbojet engine
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had not been one of the companies who received the Specification; this is likely due to the
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On 28 June 1956, the completed first prototype, XD145, was dispatched for assembly by the
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It was 1957 before the first SR.53 took to the air, just over a month after the infamous
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concept; in May 1951, all interested companies were asked to examine this arrangement.
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with the aim of boosting aircraft during the take-off phase, known within the RAF as
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1417:, November 1994, Vol 22 No 11 Issue 259. pp. 32–39. London:IPC. ISSN 0143-7240.
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417:, who commenced work on their own rocket-powered interceptor, designated as the
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one, the tailplane was also moved to a higher position at the top of the fin.
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the compliance of the companies which had approached to tender, the amended
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1401:
X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974
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1459:
Project Cancelled: The Disaster of Britain's Abandoned Aircraft Projects
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in the early 1950s. As envisaged, the SR.53 would have been used as an
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355:
146:
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473:
443:
16:"SR 53" redirects here. For State Route 53 or State Road 53, see
1444:
Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft
438:
of the SR.53 began to fall further and further behind schedule.
414:
227:
1554:
1373:"unrealaircraft.com - unrealaircraft Resources and Information"
350:
The SR.53 was a sleek aircraft with a sharply-pointed nose,
747:
Mach 2.2 at 52,800 ft (16,093 m) (M1.34 achieved)
219:
eager to explore and understand the underlying technology.
1819:
Cancelled military aircraft projects of the United Kingdom
459:
was viewed as less problematic than the Avro 720's use of
274:
strategic bomber fleet and that nation's newly developed
539:
56 test flights, with Mach 1.33 speeds being obtained.
759:
50,000 ft (15,240 m) in 2 minutes 12 seconds
497:
In October 1951, Saunders-Roe obtained facilities at
1120:"The History of the Saunders Roe S.R.53 and S.R.177"
206:
became a priority for many nations. During the war,
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Aircraft of comparable role, configuration, and era
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92:
84:
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39:The second SR.53 on display at the September 1957
1490:British Secret Projects: Jet Fighters Since 1950.
522:Aeroplane and Armament Experimental Establishment
1420:London, Pete. "Saunders-Roe's Rocket Fighters."
442:were constructed side by side at Saunders-Roe's
238:with a maximum thrust of 22 kN (5,000
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997:
995:
993:
926:
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358:. It was powered by a combination of a single
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1403:. Manchester, UK: Hikoki Publications, 2012.
1129:
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18:List of highways numbered 53 (disambiguation)
8:
472:. Brennan considered the lack of an onboard
700:engine, 1,640 lbf (7.3 kN) thrust
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713:engine, 8,000 lbf (36 kN) thrust
24:
1546:Text of official history of SR.53 project
1507:. Macdonald and Jane's Publishers, 1975.
1413:Jones, Barry. "Saro's Mixed Power Saga".
1026:British Aircraft Manufacturers Since 1909
1011:
1009:
1007:
965:
963:
961:
1399:Buttler, Tony and Jean-Louis Delezenne.
1329:"The Incomplete Guide to Airfoil Usage"
880:
865:List of aircraft of the Royal Air Force
765:67.2 lb/sq ft (328 kg/m)
409:than had originally been designed for.
405:(RAE) that the wing required a greater
194:to modern warfare, and as the emerging
734:7 minutes at full power (jet + rocket)
1446:. Kent, UK: Grange Books plc., 2005.
648:25 ft 1.5 in (7.658 m)
7:
1526:Text of Operational Requirement 301
654:10 ft 10 in (3.30 m)
642:45 ft 0 in (13.72 m)
190:had demonstrated the importance of
14:
753:52,800 ft/min (268 m/s)
660:274 sq ft (25.5 m)
805:
695:Armstrong Siddeley ASV.8 Viper 8
594:
33:
1429:The British Fighter since 1912.
740:67,000 ft (20,000 m)
1799:1950s British fighter aircraft
681:18,400 lb (8,346 kg)
622:The British Fighter since 1912
578:Royal Air Force Museum Cosford
254:while the Snarler harnessed a
171:Royal Air Force Museum Cosford
1:
675:7,400 lb (3,357 kg)
228:rocket-assisted take-off gear
149:propulsion developed for the
1829:Aircraft first flown in 1957
1531:Rocket interceptors and S177
1424:, Vol. 43, no. 7, July 2010.
913:(2522): 697–700, 24 May 1957
843:Republic XF-91 Thunderceptor
403:Royal Aircraft Establishment
572:The first SR.53 prototype,
1845:
1536:British Aircraft Directory
1492:Midland Publishing, 2000.
1442:Winchester, Jim. "TSR.2."
901:"Mixed Power Intercepter."
493:Drawing of the first SR.53
299:altitude bombers in time.
244:Armstrong Siddeley Snarler
15:
1478:"Britain's Combat Rocket"
1308:Retrieved: 8 August 2010.
794:infra-red guided missiles
312:Submissions and selection
224:liquid-propellant rockets
32:
1286:Winchester 2005, p. 222.
1078:Winchester 2005, p. 223.
556:1957 Defence White Paper
360:Armstrong Siddeley Viper
137:was a British prototype
1809:Rocket-powered aircraft
1333:m-selig.ae.illinois.edu
1301:12 January 2010 at the
1232:Jones 1994, pp. 35, 38.
792:de Havilland Firestreak
627:General characteristics
284:Operational Requirement
1431:London: Putnam, 1992.
1377:www.unrealaircraft.com
1028:Fonthill Media, 2014.
848:SNCASE SE.212 Durandal
576:, is preserved at the
494:
282:proceeded to draft an
177:Design and development
166:surface-to-air missile
1484:: 288, 30 August 1957
1465:, 2nd edition, 1986.
1296:"Saunders-Roe SR53 ."
1259:Wood 1975, pp. 62–63.
1223:Wood 1975, pp. 57–58.
1205:Wood 1975, pp. 60–61.
1172:Wood 1975, pp. 60–62.
1133:Wood 1975, pp. 56–57.
1066:Wood 1975, pp. 55–56.
987:Wood 1975, pp. 54–55.
978:Wood 1975, pp. 53–54.
711:liquid-fuelled rocket
542:While testing at RAE
492:
1804:Mixed-power aircraft
708:de Havilland Spectre
425:Issues and proposals
388:Specification OR 337
367:de Havilland Spectre
212:Messerschmitt Me 163
159:interceptor aircraft
139:interceptor aircraft
41:Farnborough Air Show
1658:A.22 Segrave Meteor
1317:Mason 1992, p. 401.
1145:London 2010, p. 30.
1110:London 2010, p. 31.
1001:London 2010, p. 29.
941:"Saunders-Roe SR53"
930:London 2010, p. 34.
826:Saunders-Roe SR.177
820:Related development
568:Aircraft on display
485:Operational history
236:de Havilland Sprite
126:Saunders-Roe SR.177
48:General information
1764:Cancelled projects
1427:Mason, Francis K.
945:RAF Museum Cosford
609:Ministry of Supply
495:
399:air-to-air missile
354:-like wing, and a
321:Ministry of Supply
248:high-test peroxide
135:Saunders-Roe SR.53
1824:Mid-wing aircraft
1786:
1785:
1582:Saunders-Roe/Saro
1505:Project Cancelled
1452:978-1-84013-809-2
1415:Aeroplane Monthly
1409:978-1-902-10921-3
1327:Lednicer, David.
1277:Wood 1975, p. 63.
1250:Wood 1975, p. 62.
1241:Wood 1975, p. 58.
1214:Wood 1975, p. 59.
1196:Wood 1975, p. 61.
1184:Wood 1975, p. 60.
1163:Wood 1975, p. 57.
1094:Wood 1975, p. 56.
1052:Wood 1975, p. 55.
1015:Wood 1975, p. 54.
969:Wood 1975, p. 53.
887:Wood 1986, p. 57.
757:Time to altitude:
515:RAF Boscombe Down
453:hydrogen peroxide
192:strategic bombing
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1394:Bibliography
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208:Nazi Germany
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155:Saunders-Roe
134:
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114:First flight
101:Number built
93:Primary user
88:Experimental
67:Saunders-Roe
62:Manufacturer
22:
1733:Helicopters
1683:A.37 Shrimp
1668:A.27 London
1358:spaceuk.org
719:Performance
704:Powerplant:
691:Powerplant:
365:engine and
202:armed with
117:16 May 1957
56:Interceptor
1793:Categories
1740:Helicogyre
1673:A.29 Cloud
1648:A.19 Cloud
1628:A.7 Severn
1623:A.4 Medina
871:References
732:Endurance:
658:Wing area:
533:John Booth
479:Royal Navy
380:bifurcated
292:supersonic
242:) and the
182:Background
1692:SR-series
1602:Kittiwake
788:Missiles:
646:Wingspan:
620:Data from
588:Operators
517:instead.
267:instead.
153:(RAF) by
141:of mixed
1611:A-series
1584:aircraft
1422:Aircraft
1338:16 April
1299:Archived
838:Avro 720
799:See also
780:Armament
728:Mach 2.2
698:turbojet
499:RAF Hurn
457:oxidiser
419:Avro 720
415:A.V. Roe
397:-guided
395:infrared
392:Blue Jay
376:ailerons
363:turbojet
256:methanol
196:Cold War
122:Variants
73:Designer
1779:(P.192)
1773:(P.131)
1771:Duchess
1750:Skeeter
669:RAE 102
665:Airfoil
652:Height:
640:Length:
340:cordite
258:/water/
109:History
1755:XROE-1
1724:SR.177
1699:SR.A/1
1511:
1496:
1482:Flight
1469:
1463:Jane's
1450:
1435:
1407:
1354:"Data"
1032:
950:3 June
906:Flight
599:
503:Dorset
469:SR.177
455:as an
356:T-tail
288:OR 301
272:Soviet
265:reheat
250:(HTP)
234:, the
147:rocket
85:Status
1777:Queen
1745:P.531
1719:SR.53
1709:SR.44
1382:9 May
876:Notes
634:Crew:
580:near
574:XD145
561:radar
474:radar
444:Cowes
352:delta
336:SR.53
28:SR.53
1678:A.33
1638:A.14
1633:A.10
1509:ISBN
1494:ISBN
1467:ISBN
1448:ISBN
1433:ISBN
1405:ISBN
1384:2020
1340:2019
1030:ISBN
952:2019
790:2 ×
774:0.52
706:1 ×
374:and
372:flap
296:Mach
214:and
186:The
145:and
133:The
53:Type
1597:T.1
536:DFC
240:lbf
143:jet
1795::
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892:^
693:×
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173:.
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1342:.
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954:.
772::
667::
636:1
104:2
20:.
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