Saunders-Roe S.R. 53 by AZ Model

1/72 scale
Kit No. AZ 7578
Cost: $25.00
Decals: Two versions – both for experimental prototypes
Comments: Injection molded plastic, engraved panel lines, one-piece canopy; option for two Firestreak air-to-air missiles

History

In the early 1950’s the main threat to the West, especially in Europe, was widely believed in defense circles to be the new generation of Soviet jet-powered nuclear bombers capable of high speed and high altitude. Radar-controlled surface-to-air missiles were being developed to counter this threat, but were not yet available. In the interim, there was an urgent requirement for fast-climbing interceptors. In February 1952 the Air Ministry of Great Britain issued a requirement for such an aircraft.

In response, Saunders-Roe tendered its design for an interceptor of mixed jet and rocket propulsion to be developed for the Royal Air Force (RAF). The S.R.53 was a sleek aircraft with a sharply-pointed nose, delta-like wing, and a T-tail. It was powered by a combination of a single Armstrong Siddeley Viper turbojet engine and de Havilland Spectre rocket engine, mounted one atop another on the rear fuselage beneath the tail. Saunders-Roe originally proposed to develop their own rocket motor to power the S.R.53, as they were initially unimpressed with the performance of the Spectre.

But Saunders-Roe recognized that independently developing its own rocket would take substantial engineering work and more importantly, significant time which threatened to push the development period beyond what was acceptable.  By October 1952, the basic outline of the aircraft had been finalized, replacing the combined flap and ailerons of the earlier proposed version with slotted flaps, and relocating the Viper engine upwards and fitted with a straight jet pipe rather than a bifurcated one. The tailplane was also moved to a higher position at the top of the fin.

Competition from Avro

Due to doubts within the Ministry of Supply about the effectiveness and complexity of the proposed powerplant for the S.R. 53, on May 5, 1953 a second contract was let out to A.V. Roe for their own rocket-powered interceptor, the Avro 720.  Saunders-Roe, realizing that it would need to outdo the competing Avro 720 if the S.R.53 was to survive, set a schedule that called for a first flight to be conducted in July 1954, along with a projected service introduction date of 1957.

This ambitious timeline did not leave much leeway to work out the complexity of the aircraft’s dual powerplant, nor did it accommodate delays in the supply of the separately-produced Spectre engine — and delays there were. The program suffered multiple setbacks, including de Havilland’s problems making timely delivery of the new rocket engine, installation of auxiliary equipment, and finally an explosion during ground tests of the Spectre rocket engine. The maiden flight of the S.R.53 began to fall further and further behind schedule.

Finally, on May 16, 1957, Squadron Leader John Booth DFC was at the controls of XD145 for the first test flight. For all the delays, the prototype handled beautifully. Test results indicated “…an extremely docile and exceedingly pleasant aircraft to fly, with very well harmonized controls.” The maiden flight of the second prototype, XD151, on December 6, 1957, resulted in yet more glowing reports. Both prototypes flew a total of 56 test flights, reaching supersonic speeds and demonstrating they could perform to the desired specifications for the new interceptor, using the rocket engine to climb to intercept altitude, engage enemy bombers, and return to base using the jet engine. But the S.R.53 would never enter RAF service.

April 1957 Defense White Paper

The life of the S.R. 53 was in a sense cut off before it ever took to the air, for in April 1957 the Ministry of Defence had issued a White Paper outlining the British government’s policy to largely abandon manned aircraft to address the Soviet bomber threat in favor of concentrating on missile development. Jet engine development had progressed a long way in the six years since the S.R.53’s initial design, eliminating the need for its rocket motor, and concurrent improvements in radar meant that any incoming bomber threat could be detected much earlier. The White Paper seized on these developments as proof that the need for an aircraft such as the S.R.53 had disappeared.  The writing was on the wall, and before year’s end the Ministry would cancel the project, with the third prototype (XD153) never being completed.

The S.R. 177

But the 1957 White Paper is only part of the story. The S.R. 53 was always plagued by limited range due to the Spectre rocket motor’s ravenous fuel consumption. Aware of this problem, the Ministry of Defence had issued a new specification for which Saunders Roe developed the S.R. 177, an advanced version of the S.R. 53. The basic design of the S.R. 53 was significantly enlarged to accommodate a larger jet engine, and the original sleek lines were forfeited to make way for a large, chin-mounted intake to supply the bigger powerplant with sufficient air. The most significant difference between the two aircraft was the S.R. 177’s use of a more powerful jet engine with nearly five times the thrust of the one chosen for the earlier aircraft. While the SR.53 relied mostly on its rocket engine for climbing, the S.R.177 would be able to add considerable endurance by climbing to altitude with its jet engine, and using the rocket only for the dash toward the target.

The increased endurance of the S.R. 177 led military planners to anticipate development of a multi-role aircraft that could do more than just interception: strike and reconnaissance roles were contemplated also. Funding was secured in July 1956 for a total of 27 aircraft, and the first was expected to fly by April (later, October) 1958. In 1957, a development contract for the S.R. 177 was issued for its use by the Royal Navy.

A Lifeline from Germany

Enter the 1957 Defence White Paper, which cancelled plans for deployment of the S.R. 177 as well as the S.R. 53 with either the RAF or the Royal Navy. But work on the aircraft continued a little longer, however, in recognition of intense interest from Germany. The British Ministry of Supply agreed to continue funding development of five of the six prototypes, but nothing was to come of it. The German government changed its priorities from looking for an interceptor to a low-level strike fighter, sending Saunders-Roe scrambling to redesign the aircraft for this role. Despite these setbacks, the S.R. 177 was not merely a contender for what was in effect a NATO contract; according to some observers, it was the odds on favorite, having the speed, range, airborne intercept radar, and load-carrying capability to function as both an interceptor and a strike fighter.  Heinkel AG were even making plans to build it under license in Germany.

The Lifeline Severed: Enter the Starfighter

But the West German government ultimately chose to purchase the Lockheed F-104 Starfighter to meet the role of “high-altitude reconnaissance machine, a tactical fighter-bomber, and an all-weather fighter,” along with most of the NATO countries (despite the U.S. Air Force rejection of the type for front-line service, including the role of fighter-bomber). This Lockheed coup, known as the “Deal of the Century”, caused major political controversy in Europe, and West German Minister of Defense Franz Josef Strauss was nearly forced to resign as a result. Subsequent investigation into Lockheed’s business practices revealed that Lockheed had paid out millions of dollars in “sales incentives” in each of these countries acquiring the F-104 to secure the deal.  Most prominent was Prince Bernhard of the Netherlands, who confessed to taking more than $1 million in bribes from Lockheed to buy the F-104.

With the Royal Navy the only remaining prospective customer, the cost of continuing the project was too high. On December 24, 1957, Saunders Roe received a letter from the Ministry of Defence, announcing the decision to terminate the program. A pair of S.R. 53 prototypes had been completed and flight tested, one of which was destroyed during a test flight in June 1958. The remaining partially completed prototypes were placed into storage. In 1958, the .SR.177 received one last burst of interest when Japan, interested in developing a rocket-jet fighter itself, approached Britain with a request for quotations for the purchase of the two prototype S.R.53s along with the completion of two S.R.177s. However, due to a lack of backing from the British government, nothing came of this; the Japanese ultimately turned to the F-104 as well.  Derek Wood, in his book, “Project Cancelled: The Disaster of Britain’s Abandoned Aircraft Projects,” summarizes the cancellation of the SR.177 as: “…it could ultimately have been built in hundreds or thousands. Due to ridiculous defence policies and a complete lack of Whitehall inter-departmental collaboration in the technology field, one of the most promising projects in a decade was destroyed.”

The first prototype S.R. 53 survived and was preserved. It is currently on public display at the Royal Air Force Museum Cosford. The S.R. 177 never made it to completed prototype form.

The Kit

AZ Models S.R. 53 is injection molded in dark grey and consists of 38 parts, including a single clear plastic part for the one-piece canopy. The airframe features engraved panel lines and the cockpit has above average detail with engraved relief on the main instrument panel and raised relief on the side instrument panels helping to form the cockpit tub.

The instructions are clear and well-illustrated, calling out Humbrol paint colors only. The cockpit features parts for an ejection seat, control yoke, main instrument panel, and rear bulkhead. The landing gear are fairly detailed but of simple construction: the nose gear is a single part while each of the main gear are two parts. There are two circular parts for the rocket and jet exhaust fans, to be cemented into the rear of the fuselage.

The wings are quite thin, one-piece affairs, and a slender portion of the outermost wing tips will have to be removed by sanding or a hobby knife if the modeler opts to fit the wing tips with Firestreak missiles. If not, the wing tips can be left intact and fitted with what appear to be auxiliary wing tip tanks or instrument pods of some kind; the instructions do not specify their purpose.

Markings

The decals are by AZ Model and have a nice glossy sheen, showing none of the flatness that can produce silvering on markings of lesser quality. In addition, their colors are well-registered and ring true. Only the triangular “Danger” markings to be positioned beneath either side of the canopy show any sign of color bleed, so you may want to replace these. Other than this imperfection, the decals appear to be top quality. Markings are provided for the only two prototypes of the S.R. 53 that were built: the first, XD 145, which is now on display at the Royal Air Force Museum at Cosford near Wolverhampton; and XD 151, which crashed and was destroyed in a June 1958 test flight.

Conclusion

This is a long-awaited update to the old Airfix version of the S.R. 53. Highly recommended for its historical interest.

References

• www.revolvy.com
• “From All Quarters: SR.177 Development Contract.” Flight, 18 October 1957, p. 602.
• “The Big Payoff”; TIME Magazine, February 23, 1976, pp. 28-35.
• History Channel broadcast
• www.worldatwar.net
• military.wikia.com