The powerplant of choice became a pairing of Metropolitan-Vickers (Metrovick) Beryl turbojets resulting in 3,850lbs thrust output each unit. The engines were in development since 1941 and became the first British axial-flow compressor engine types. While the design eventually evolved to become the famous Armstrong Siddeley "Sapphire" turbojet engine line, it was not a success in its current Beryl form which worked against the SARO design by project's end.
The first aircraft delivered - TG263 - had begun its construction phase prior to the end of the war in 1945. However, SARO's attentions were soon pressed onto other projects while the need for a flying boat fighter waned in the post-war military drawn-down. As such, first flight of TG263 was not until July 16th, 1947, well after the war had ended in 1945. The ensuing "Cold War" against the Soviet Union would present its own set of rules and challenges to be met so perhaps the SARO flying boat fighter could still be of some use there.
TG263 completed several powered test flights on and over water in the period following. It was found to offer strong performance and good handling characteristics. However, one aero phenomena called "Dutch Rolling" was soon found to be a consistent issue with controlling - the phenomena being an inadvertent motion of the aircraft which rocked it side-to-side though a tail-wagging action. This led engineers to develop and install a conical, "bullet-shaped" fairing halfway up the leading edge of the vertical tail fin to counter this. During one other test flight, both engines failed the pilot, forcing the aircraft into a rather precarious - though successful for the pilot and aircraft - unpowered landing. Poor weather then delayed additional testing for the short term.
The second prototype - TG267 - was finally on hand to further the testing phase for SARO. Its first flight was recorded on April 30th, 1948 but this airframe only saw limited action. Another aero phenomena being encountered resulted in revised wing sections being utilized, improving control further. However, the program suffered a severe - and fatal - setback on September 17th, 1949 when TG267 was lost during maneuvers (killing its test pilot in the process).
The third, and final, prototype of the series became TG271. This airframe was given more powerful Beryl turbojet engines to help it achieve better performance. First flight was recorded on August 17th, 1948 and it was later wooing crowds over Farnborough in September during the classic British-hosted air show. It was this airframe that managed to record a maximum recorded speed of 624 miles per hour during dive testing. Unfortunately, TG271 was also lost when, upon landing, its hull was pierced by something in the water, causing it to split open and take on water and sink. The pilot managed to escape but the aircraft was a complete loss.
With only TG263 remaining, testing continued into the early 1950s though with far more reduced interest on the part of the Royal Air Force - particularly with the rise in improved land-based and carried-based fighter forms as well as continued development into the turbofan propulsion system. The program was eventually written off and not furthered beyond the three airframes contracted for. The dedicated flying boat fighter age never was as it gave way to more advanced, jet-powered swept-wing concepts appearing throughout the world. Even the Beryl engine was given up for good by Armstrong Siddeley during 1948, essentially killing the propulsion system relied on by the SARO aircraft. A move to another powerplant would have proven costly and complicated for an already overblown program.
To that end, no British military service ordered the SARO SR.A/1 as a production quality form, thus ending the tenure of the deep-fuselage, jet-powered fighter that could take-off and land on water.
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