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{{Short description|British 1952 airliner flying boat}}
{{Use dmy dates|date=July 2020}}
{{Infobox aircraft
|name = SR.45 Princess
|image = Saro Princess G-ALUN Farnborough 1953.jpg
|caption = Saunders-Roe Princess ''G-ALUN'' displaying at the Farnborough SBAC Show in September 1953
|type = [[Flying boat]] [[airliner]]
|manufacturer = [[Saunders-Roe]]
|designer = 
|first_flight = 22 August 1952
|introduction = 
|retired = 
|status = 
|primary_user = 
|more_users = 
|produced = 
|number_built = 1 (2 additional airframes cancelled mid-build)
|unit cost =
|developed_from = 
|variants = 
}}
The '''Saunders-Roe SR.45 Princess''' was a British [[flying boat]] aircraft developed and built by [[Saunders-Roe]] at their [[Cowes]] facility on the [[Isle of Wight]]. It is the largest all-metal flying boat to have ever been constructed.<ref>[https://www.bbc.co.uk/news/uk-england-hampshire-19279791 "In pictures: Flying boat's maiden flight celebrated."] ''BBC News'', 18 August 2012.</ref>

The Princess had been developed to serve as a larger and more luxurious successor to the prewar commercial flying boats, such as the [[Short Empire]]. It was intended to serve the [[transatlantic flight|transatlantic]] route, carrying up to 100 passengers between [[Southampton]], United Kingdom and New York City, United States, in spacious and comfortable conditions. To achieve this, designers decided early on to make use of newly developed [[turboprop]] technology, opting for the [[Bristol Proteus]] engine still in development to power the aircraft. The project suffered delays due to difficulties encountered in the development of the Proteus engine.{{sfn|Wealthy|page=155}}

On 22 August 1952, the first prototype Princess, ''G-ALUN'', conducted its [[maiden flight]]. Between 1952 and 1954, the first prototype performed a total of 47 test flights, including two public appearances at the [[Farnborough Airshow]].{{sfn|Wealthy|page=154}} This work was carried out under a development contract for the [[Ministry of Supply]], the intention being that this would lead to a contract for the aircraft from British [[flag carrier]] [[British Overseas Airways Corporation]] (BOAC). Although the initial development contract had been successfully met, BOAC eventually decided to focus on its land-based routes using the jet-powered [[de Havilland Comet|De Havilland ''Comet'']], instead. The era of the large flying boat had effectively ended prior to the aircraft's completion.

Work on the Princess was ultimately cancelled after having produced three examples, only one of which flew. By the mid-1950s, large commercial flying boats were being increasingly overshadowed by land-based [[jet propulsion|jet]] [[airliner]]s. Factors such as [[runway]] and [[airport]] improvements had added to the viability of land-based aircraft, which did not have to compromise to accommodate the additional weight and drag of the boat hulls that were necessary on seaplanes, or the mitigating measures needed against the [[corrosion]] caused by seawater. Following the project's termination, the three airframes were stored with the intention of selling them on, but upon receipt of a promising offer for the aircraft, corrosion was found to have set in while in storage. As a result, all three aircraft prototypes were subsequently scrapped.

==Development==

===Origins===
Before the [[World War II|Second World War]], British airline [[Imperial Airways]] had successfully used large, long-range passenger [[flying boat]]s such as the Short Empire and [[Short S.26]] to build up a network of long-distance routes.<ref name = "Kaplan 196"/> These flying boats had not only pioneered new aerial routes across the [[British Empire]] which had previously not been served at all, but also passengers were transported within an unprecedented level of comfort, being provided with luxurious first-class accommodation, including a [[promenade]], sizable [[Galley (kitchen)|galley]], separate bathrooms for men and women, and individual cabins for passengers. However, operations of these flying boats had been disrupted by wartime, during which Imperial Airways had also merged with [[British Airways Ltd]] to form British Overseas Airways Corporation (BOAC) in 1940.<ref name = "Kaplan 196 197">Kaplan 2005, pp. 196–197.</ref> While restricted operations of commercial flying boats did continue, such as the use of [[Boeing 314 Clipper|Boeing 314]]s for the [[transatlantic flight|transatlantic route]], many were requisitioned for service with the [[Royal Air Force]] (RAF), where they were typically used as [[maritime patrol aircraft]].<ref name = "Kaplan 196">Kaplan 2005, p. 196.</ref>

During the prewar era, flying boats had been preferred for conducting long-distance flights, as unlike their land-based counterparts, they were not limited by available runway length – the majority of which were still grass-surfaced at this point – and as a long-range aeroplane would be required to carry a large load of fuel, a larger size of the aircraft could be permitted without needing to cater for factors such as limited runway and airfield sizes. In addition, for services to far-flung parts of the British Empire, the ability to land and takenoff from any available area of water was a distinct advantage for services to such places, many of which at the time had no airport facilities at all. With the end of the Second World War, flying boats services were resumed, with other types being operated, such as the [[Short Hythe]], [[Short Sandringham]], and [[Short Solent]]. However, the war had also produced a legacy of large runways and sizable airports formerly used for military purposes that could now meet the needs of a larger generation of land aircraft.<ref name = "Kaplan 197 200 204">Kaplan 2005, pp. 197, 200, 204.</ref>

Even prior to the war's end, the British [[Air Ministry]] was enthusiastic on the prospects for reviving the shuttered flying-boat routes.<ref name = "Kaplan 200">Kaplan 2005, p. 200.</ref> The ministry approached two British flying boat manufacturers – [[Saunders-Roe]] (Saro) and [[Short Brothers|Short]] – requesting that the two firms collaborate on the development and manufacture of a new aircraft, which would emerge as the [[Short Shetland]]. As such, Saunders-Roe designed the Shetland and manufactured the wing, while Short produced the remainder of the aircraft. While two examples of the Shetland were completed, the project was considered a failure and the two flying boats were scrapped in 1951.<ref name = "Kaplan 200"/> Saunders-Roe considered the Shetland to have not resembled the flying boat that they sought to develop, but was otherwise a useful learning experience; even prior to the Shetland, the company had wanted to develop a more revolutionary flying boat.<ref name = "Kaplan 200"/>

During 1943, the chief designers of Saunders-Roe and Short had collaborated to produce a preliminary design specification for an innovative, large flying boat.<ref name = "Kaplan 204">Kaplan 2005, p. 204.</ref> This design specification defined various criteria for the proposed aircraft, which would be the largest all-metal flying boat ever built; performance criteria included a weight of 140 tons, a [[Cabin pressurization|pressurised]] "double-bubble" hull, a 214-foot wingspan, a height of 55 feet 9 inches, and a length of 148 feet. The proposed aircraft would be capable of a cruising speed of 340 mph at an altitude of 37,000 feet, a range (dependent on payload) of 5,190–3,640 miles, and be outfitted with luxurious accommodation for a total of 104 passengers.<ref name = "Kaplan 204"/>

===Selection and delays===
During 1945, in response to an approach made by the British Ministry of Supply, which had been seeking design submissions from aviation companies for an envisioned new long-range civil flying boat, which was to operate in BOAC's fleet to operate its transatlantic passenger services, Saunders-Roe decided to submit a bid based upon the earlier collaborative design specification.<ref name = "Kaplan 204"/> Following evaluations of a range of different propulsion methods and configurations, the design team selected the undeveloped [[Bristol Proteus]] – one of the first turboprop engines – to meet the enormous power requirements of the proposed giant flying boat. In May 1946, the bid made by Saunders-Roe was selected as the winner, leading to the company receiving an order for the production of three SR.45 flying boats.<ref name="Janes 53 p88">{{Harvnb|Bridgman|1953|p=88}}</ref><ref name = "Kaplan 204"/>

Work on the SR.45 commenced almost immediately upon receipt of the order.<ref name = "Kaplan 204"/> From an early stage in development, progress on the programme was subject to schedule overruns and higher-than-projected costs being incurred, leading to skepticism of the flying boat's viability within the [[House of Commons]], which was being increasingly regarded as a high-risk initiative with unreliable costing. Specifically, designing and testing of the airframe, as well as the independently conducted development of the Proteus engine to power the SR.45, had been major contributors to the higher-than-expected costs.<ref name = "Kaplan 204"/>

In 1951, BOAC re-evaluated its standing requirements, and determined that the airline presently had no need for the Princess, or any new large flying boat. The airline had already elected to terminate its existing flying boat services during 1950.<ref name = "Kaplan 205"/> In late 1951, construction of the three Princesses was announced to proceed with the intention of using them as transport aircraft in RAF service.<ref>[http://www.flightglobal.com/pdfarchive/view/1951/1951%20-%202264.html "Cover Art."] ''Flight International'', 16 November 1951.</ref> As announced in March 1952, though, while the first prototype would be completed, the second and third would be suspended to await more powerful engines.<ref name="Janes 53 p88"/>

=== Flight testing ===
[[File:Saro Princess G-ALUN Cowes 1954.jpg|thumb|left|Saro Princess ''G-ALUN'' at the East Cowes works in September 1954]]
On 22 August 1952, the prototype, ''G-ALUN'', conducted its [[maiden flight]], piloted by [[Geoffrey Tyson]].<ref name = "Kaplan 205">Kaplan 2005, p. 205.</ref> The initial flight lasted for 35 minutes, in which the flying boat performed a complete circumnavigation of the Isle of Wight. According to aviation author Phillip Kaplan, the Princess had not been intended to fly that day at all, and only taxiing tests had been scheduled to take place, but Tyson had decided to proceed due to the excellent conditions present on the day.<ref name = "Kaplan 205"/> The prototype was quickly put through several test flights with the hope of being able to sufficiently ready the flying boat to appear at the 1952 [[Farnborough Airshow]], but indications of engine reliability issues were encountered and this led to the intended flight display at Farnborough that year being abandoned.<ref name = "Kaplan 205"/>

As further testing of the prototype continued, the reliability of the engines and [[Transmission (mechanics)|gearboxes]] continued to be problematic, but not to the extent that flight testing was prevented.<ref name = "Kaplan 205"/> Evaluation of the flying boat continued into 1953, during which particular attention was devoted towards addressing the difficulties uncovered. During the 1953 Farnborough Airshow, the prototype was displayed.<ref>{{Harvnb|''Flight'' 26 September 1952|p=422}}</ref><ref name = "Kaplan 205"/> Flight tests of the prototype continued until 27 May 1954, by which point the Proteus engine, once perfected, was found to be incapable of enabling the type to achieve its envisioned performance figures. ''G-ALUN'' was the only model to fly, performing 46 test flights in total during which 100 hours flight hours were accumulated.<ref>{{harvnb|Hull|2002|p=?.}}</ref><ref name = "Kaplan 205"/>

Princess Air Transport Co Ltd was formed with the object of studying the factors affecting the operation of the Princess flying boats and to tender for their operation should the opportunity have arisen. The company's directors were M D N Wyatt (chairman), [[Sir Archibald Philip Hope, 17th Baronet]], Geoffrey Tyson, P D Irons, and Capt H W C Alger (general manager). About 75% of the share capital was held by Saunders-Roe Ltd and the balance by [[Airwork]] Ltd.

===Termination of production===
Following the completion of flying tests performed by the prototype, the British government exercised considerable indecision over the fate of the programme.<ref name = "Kaplan 205"/> In addition to the prototype, a further two Princesses (''G-ALUO'' and ''G-ALUP'') were under construction, but these would never fly. While a decision from the government was pending, the three aircraft were placed into storage, being [[cocooning (aircraft)|cocooned]] and retained, one at Cowes and two at [[Calshot Spit]]; work on the programme hopefully would be restarted when a buyer was found.<ref name="London SARO p229-0">{{harvnb|London|1988|pp=229–230}}</ref><ref name = "Kaplan 205"/>

===Proposals for reuse===
Over the ensuing years, several offers were issued with the intention of purchasing the Princesses, including two proposals which would have involved re-engining them with [[Rolls-Royce Tyne]]s.<ref name="London SARO p230-1">{{harvnb|London|1988|pp=230–231.}}</ref> In 1954, [[Aquila Airways]] had offered £1 million each for the stored Princesses, but this offer was rejected.<ref>[http://www.flightglobal.com/pdfarchive/view/1954/1954%20-%202461.html "Saunders-Roe S.R.4S Princess."] ''Flight'', 3 September 1954, p. 338.</ref><ref name="London p246">{{harvnb|London|2003|p=246.}}</ref> In 1957, Saro itself had proposed the conversion of the aircraft to serve as landplane troop carriers/freighters.<ref name="London SARO p312-3">{{harvnb|London|1988|pp=312–313.}}</ref>

In 1958, information on the Princess was shared with the [[United States Navy]], which was at the time examining the possibility of converting the three stored aircraft to make use of [[nuclear power]].<ref name="Times54065" >"U.S. Given Data on Flying-Boats – Use of Nuclear Power". ''[[The Times]]'', Monday 3 February 1958, Issue 54065. p. 5, column A.</ref>{{sfn|Wealthy|page=187}} This interest resulted in a delegation from Saro being dispatched to the US to discuss a sale of the preserved Princesses, but this interest ultimately amounted to nothing.<ref name="London SARO p230-1"/>

In 1964, the three Princesses were all purchased by Eoin Mekie on behalf of [[Aero Spacelines]], which planned to use them as heavy-duty freight aircraft for transporting [[Saturn V]] rocket components for [[NASA]]. When the cocooning was removed, they were found to be badly corroded (the contract for maintenance and inspection of the stored aircraft had been allowed to lapse, which resulted in the airframes deteriorating rapidly), and all three Princesses were broken up by 1967.<ref name="London SARO p234">{{harvnb|London|1988|p=234}}</ref><ref name="London p250">{{harvnb|London|2003|p=250}}</ref>

In the wake of the success of his [[Pregnant Guppy]], constructor Jack Conroy discussed his concepts for other outsize transports with ''Air Progress'' in their publication, ''World's Greatest Aircraft'' (Petersen Publications, 1973). Conroy considered the creation of an outsize transport from the Princess to have been basically feasible, in that it shares a sectional double-bubble fuselage construction similar to that of the [[Boeing 377 Stratocruiser]], on which the Guppies were based. The reason for considering producing such an aircraft was the desire of NASA to possess a means of transporting the first stage of the Saturn V rocket by air, if this were possible, to [[Cape Canaveral]]; the ability for the aircraft to conduct a water landing would also be advantageous for proximity landing at sea, or on nearby lakes in [[Florida]]. Ultimately, this plan was deemed to be impractical, though the existing Guppies continued to function throughout the [[Apollo]] program as efficient air transport of the outsize hardware used in these missions. Conroy quipped that the British were "offended when we named our aircraft 'The Pregnant Guppy'. Man, can you imagine what they would have said if we produced 'The Pregnant Princess' !"<ref>Air Progress, World's Greatest Aircraft, Chapter: 'The Guppies', concluding paragraph.</ref>

They were the last fixed-wing commercial aircraft produced by Saunders-Roe. The company constructed one more fixed-wing design, the [[Saunders-Roe SR.53]] mixed-power (rocket and turbojet) [[fighter aircraft|fighter]] design; aside from that venture, the company primarily concentrated its efforts on [[helicopter]]s and [[hovercraft]] after this point.

== Design ==
[[File:Saunders-Roe, SR45, Princess.jpg|thumb|A Saunders-Roe SR.45 Princess during a taxiing run]]

The SR.45 Princess was a large flying boat, being the largest all-metal flying boat to have ever been constructed. The Princess featured a rounded, bulbous, "double-bubble" pressurized [[fuselage]], which contained [[Double-deck aircraft|two full passenger decks]]; these decks had sufficient room to accommodate up to 105 passengers in great comfort. The planing bottom of the hull had only a slight step in the keel to minimize drag in the air.<ref>{{Harvnb|''Flight'' 26 September 1952|p=412}}</ref> The Princess was powered by an arrangement of ten Bristol Proteus turboprop engines. These engines drove six sets of four-bladed [[Propeller (aircraft)|propellers]]; of these, the inner four propellers were double, [[contra-rotating propellers]], which were driven by a twin version of the Proteus, named the Bristol Coupled Proteus; each engine drove one of the propellers. The two outer propellers were single and each powered by a single engine.<ref name="Kaplan 204"/>

The cockpit of the Princess was designed to be operated by two pilots, two [[flight engineer]]s, a [[navigator]], and a [[radio operator]].<ref name="Kaplan 204"/> Early on, the aircraft was intended to be outfitted with some form of [[Aircraft flight control system#Hydro-mechanical|powered flight controls]], including an early [[fly-by-wire]] implementation, so pilots would be able to effectively actuate its large control surfaces, which would have to overcome equally larger forces. Designers instead decided to opt for a traditional mechanical-linkage approach that was augmented by a series of electrically driven power-assist units to effectively support actuation.<ref name="Kaplan 204"/>

The [[aileron]]s and [[rudder]] were split into multiple sections so if a part of the servo-powered control system were to fail, a faulty section could be "trailed" so that it did not act against the remaining working sections.{{Citation needed|date=March 2017}} While the prototype aircraft had been fitted with advanced (but conventional) hydraulic controls, Saunders-Roe had intended production aircraft to use an [[Analogue electronics|analogue]] system featuring electrical [[Servomechanism|servo]]s with hydraulic final-control actuators. Such a system had been built and undergone ground testing, but the Princess had been terminated prior to any aircraft having been fitted with the system.{{Citation needed|date=March 2017}}

==Specifications==
[[File:Blythe House, Science Museum 06 - model.JPG|thumb|Wooden model of the SR.45 Princess used for [[wind tunnel]] testing]]
{{Aircraft specs
|ref=Saunders and Saro Aircraft since 1917<ref name=London>{{harvnb|London|1988|pp=210–235}}</ref> British Flying Boats<ref name="London p282">{{Harvnb|London|2003|p=282.}}</ref> and ''Flight'' 1952
|prime units?=imp

|genhide=

|crew= 2 pilots, 2 flight engineers, radio operator and navigator
|capacity= 105 passengers in tourist and first class cabins / {{convert|137000|lb|kg|abbr=on|1}} disposable load
|length m=
|length ft=148
|length in=
|length note=
|span m=
|span ft=219
|span in=6
|span note=with wingtip floats retracted. {{convert|209|ft|6|in|m|abbr=on|2}} floats extended.
|upper span m=
|upper span ft=
|upper span in=
|upper span note=
|mid span m=
|mid span ft=
|mid span in=
|mid span note=
|lower span m=
|lower span ft=
|lower span in=
|lower span note=
|swept m=
|swept ft=
|swept in=
|swept note=
|dia m=
|dia ft=
|dia in=
|dia note=
|width m=
|width ft=
|width in=
|width note=
|height m=
|height ft=55
|height in=9
|height note=
|wing area sqm=
|wing area sqft=5,019
|wing area note=
|swept area sqm=
|swept area sqft=
|swept area note=
|volume m3=
|volume ft3=
|volume note=
|aspect ratio=
|airfoil= "Saro-modified Goldstein section" to "modified N.A.C.A. 4415 Series" at tip<ref>{{Harvnb|''Flight'' 26 September 1952|p=413}}</ref>
|empty weight kg=
|empty weight lb=190,000
|empty weight note=
|gross weight kg=
|gross weight lb=330,000
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=345,025
|max takeoff weight note=
|fuel capacity={{convert|14000|impgal|l USgal|abbr=on|1}} in four integral inner wing tanks.
|lift kg=
|lift lb=
|lift note=
|more general=

|eng1 number=4
|eng1 name=[[Bristol Proteus|Bristol Coupled-Proteus 610]]{{efn|each two Proteus engines feeding a common gearbox and contra-rotating propellers}}
|eng1 type=turboprop
|eng1 kw=
|eng1 hp=5000
|eng1 shp=
|eng1 kn=
|eng1 lbf=
|eng1 note= + {{convert|1660|lbf|kN|abbr=on|2}} residual thrust at 10,000 rpm at sea level<ref>FLIGHT, 9 April 1954</ref>{{efn|
Maximum continuous power of a Proteus was {{convert|2050|hp|kW|abbr=on|0}} + {{convert|700|lbf|kN|abbr=on|2}} residual thrust at 9,500 rpm at sea level.<ref name=MAEE>{{cite book|title=Saunders-Roe Report FT/15/0/24 Part 1|date=January 1955|location=MAEE Felixstowe}}</ref>}}

|eng2 number=2
|eng2 name=[[Bristol Proteus 600|Bristol Proteus 620]]
|eng2 type=Turboprop engines
|eng2 hp=2,500
|eng2 lbf=
|eng2 note= + {{convert|820|lbf|kN|abbr=on|2}} residual thrust at 10,000 rpm
|power original=
|thrust original=

|prop blade number=4
|prop name=[[de Havilland]] constant speed, quick-feathering [[Duralumin]] propellers.<ref>{{Harvnb|''Flight'' 16 March 1950|p=345}}</ref>
|prop dia m=
|prop dia ft=16
|prop dia in=6
|prop dia note=


|perfhide=

|max speed kmh=
|max speed mph=
|max speed kts=330
|max speed note=at {{convert|37000|ft|m|abbr=on}}
|max speed mach=
|cruise speed kmh=
|cruise speed mph=360
|cruise speed kts=
|cruise speed note=at {{convert|32500|ft|m|abbr=on}}
|stall speed kmh=
|stall speed mph=
|stall speed kts=98
|stall speed note=flaps and floats down
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed mph=
|minimum control speed kts=
|minimum control speed note=
|range km=
|range miles=5,720
|range nmi=
|range note=
|combat range km=
|combat range miles=
|combat range nmi=
|combat range note=
|ferry range km=
|ferry range miles=
|ferry range nmi=
|ferry range note=
|endurance=15 hours
|ceiling m=
|ceiling ft=39,000
|ceiling note=absolute
|g limits=
|roll rate=
|glide ratio=
|climb rate ms=
|climb rate ftmin=1,900
|climb rate note= at {{convert|184|mph|km/h kn|abbr=on|0}} at sea level
|time to altitude=
|sink rate ms=
|sink rate ftmin=
|sink rate note=
|lift to drag=
|wing loading kg/m2=
|wing loading lb/sqft=
|wing loading note=
|disk loading kg/m2=
|disk loading lb/sqft=
|disk loading note=
|fuel consumption kg/km=
|fuel consumption lb/mi=
|power/mass=
|thrust/weight=

|more performance=

|armament=
|guns=
|bombs=
|rockets=
|missiles=
|hardpoints=
|hardpoint capacity=
|hardpoint rockets=
|hardpoint missiles=
|hardpoint bombs=
|hardpoint other=

|avionics=
}}

==See also==
{{Portal|Aviation}}
{{aircontent

|see also=
|related=
*[[Saunders-Roe Duchess|Saunders-Roe Duchess project]]
|similar aircraft=
*[[Bristol Brabazon]]
|lists=
*[[List of flying boats and floatplanes]]
}}

==References==
{{notelist}}

===Citations===
{{reflist|30em}}

===Bibliography===
{{refbegin}}
* {{cite book |last=Bridgman |first=Leonard |title=Jane's All The World's Aircraft 1952–53 |location=London |publisher=Jane's |year=1953}}
* {{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1951/1951%20-%201271.html |title=Concerning flying boats |magazine=[[Flight International|Flight]] |date=6 July 1951 |pages=10–11}}
* {{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1950/1950%20-%200522.html |title=Flying ship on the stocks |magazine=[[Flight International|Flight]] |date=16 March 1950 |pages=344–345|ref={{harvid|''Flight'' 16 March 1950}}}}
* {{cite book |last=Hull |first=Norman |title=Flying Boats of the Solent: A Portrait of a Golden Age of Air Travel |publisher=Silver Link Publishing Ltd. |year=2002 |isbn=1-85794-161-6}}
* Kaplan, Philip. [https://books.google.com/books?id=LrPgAwAAQBAJ&pg=PA115 "Big Wings: The Largest Aeroplanes Ever Built."] Pen and Sword, 2005. {{ISBN|1-84415-178-6}}.
* {{cite book |last=London |first=Peter |title=British Flying Boats |location=Stroud, UK |publisher=Sutton Publishing |year=2003 |isbn=0-7509-2695-3}}
* {{cite book |last=London |first=Peter |title=Saunders and Saro Aircraft since 1917 |location=London |publisher=Conway Maritime Press Ltd |year=1988 |isbn=0-8517-7814-3}}
*{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1952/1952%20-%202835.html |title=The Princess: Design Details of the Great Saunders-Roe Flying boat |magazine=[[Flight International|Flight]] |date= 26 September 1952 |pages=411–422 |via=Flightglobal Archive |ref={{harvid|''Flight'' 26 September 1952}}}}
* [https://books.google.com/books?id=nikDAAAAMBAJ&pg=PA138 "Ten Turboprops Power Giant Flying Boat."] ''Popular Science,'' August 1949.
* [http://www.flightglobal.com/pdfarchive/view/1951/1951%20-%202453.html "A winged ship takes form."] ''Flight'', 7 December 1951, p. 724.
* {{citation |url=http://www.flightglobal.com/pdfarchive/view/1948/1948%20-%200073.html |date=15 January 1948 |title=SR/45 |journal=Flight |number=2038 |volume=LIII |pages=63–68}}
* {{Cite web |title=Saunders Roe and the Princess Flying Boat |last=Wealthy |first=Bob |date=29 January 2009 |publisher=Solent Aeromarine Enterprises |url=http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2010_06_03_SR_Princess.pdf |ref={{harvid|Wealthy}}}}
{{refend}}

==External links==
{{commons category|Saunders-Roe Princess}}
* [http://www.seawings.co.uk/saroprinwalk.htm Sea Wings Gallery of Images]
* [https://www.youtube.com/watch?v=AV1eUeo27tc Video on Youtube]
* [https://books.google.com/books?id=CtkDAAAAMBAJ&pg=PA88 "Britain's Biggest Flying Boat," ''Popular Mechanics,'' September 1948]

{{Saro aircraft}}

[[Category:Saro aircraft|Princess]]
[[Category:1950s British airliners]]
[[Category:Flying boats]]
[[Category:Ten-engined six-prop tractor aircraft]]
[[Category:Six-engined turboprop aircraft]]
[[Category:Aircraft with contra-rotating propellers]]
[[Category:High-wing aircraft]]
[[Category:Cancelled aircraft projects]]
[[Category:Aircraft first flown in 1952]]

Saunders-Roe Princess - Revision history

47.184.137.10: copyedit