View source for Saunders-Roe Skeeter

{{Short description|Training and Scout Helicopter built by Saunders-Roe}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Use dmy dates|date=December 2017}}
{{Use British English|date=December 2017}}
{{Infobox aircraft
  |name = Skeeter
  |image = Saro Skeeter XM564 CFS X TH 15.09.62 edited-2.jpg
  |caption = Skeeter AOP.12 of the [[Central Flying School]] of the [[Royal Air Force]], 1962
  |type = Trainer, Scout
  |manufacturer = [[Saunders-Roe]]
  |designer = <!--only appropriate for single designers, not project leaders-->
  |first_flight = 10 October 1948 (as Cierva W.14 Skeeter)
  |introduction = October [[1956 in aviation|1956]]
  |retired = 
  |status = <!--in most cases, this field is redundant; use it sparingly -->
  |primary_user = [[British Army]]
  |more_users = [[Royal Air Force]]<br/>[[German Army]]<br/>[[German Navy]]
  |produced = <!--years in production, e.g. 1970–1999, if still in active use but no longer built-->
  |number_built = 78 + 10 prototypes
  |unit cost = 
  |developed_from = 
  |variants = 
}}

The ''' Saunders-Roe Skeeter''' is a two-seat training and scout helicopter that was developed and produced by British manufacturer [[Saunders-Roe]] ("Saro") of [[Cowes]] and [[Southampton]], in the [[United Kingdom]].

Work on what would become the Skeeter had been commenced by the [[Cierva Autogiro Company]] as the '''Cierva W.14'''. Following Saunders-Roe's takeover of Cierva's helicopter development contracts, it was decided to continue its projects, including the Skeeter. Despite an initial preference for the rival [[Fairey Ultra-light Helicopter]], which had already been ordered, there was a reversal of fortune with interest from the [[Bundeswehr]] in the potential procurement of a large number of Skeeters. This led to the British order for the Ultra-light Helicopter being cancelled and the Skeeter effectively taking its place, which also served to guarantee an export order from [[Germany]].

During the late 1950s, the Skeeter entered service with the British [[Army Air Corps (United Kingdom)|Army Air Corps]], the [[German Navy]], and the [[German Army]]. It has the distinction of being the first helicopter to be used by the Army Air Corps. While some consideration had been made to developing a version of the Skeeter powered by a [[turbine]] engine instead of a [[piston engine]], it was decided to produce the developmental [[Saro P.531]] for this purpose instead of a more direct Skeeter derivative.

In the 21st century, a number of examples are preserved as museum pieces in the UK, Germany, and Poland.

==Development==
[[File:Saunders-Roe Skeeter MLP 03.jpg|thumb|Skeeter hangs in a museum]]

===Origins===
In 1947, the [[Cierva Autogiro Company]] commenced work on a new project, which was designated as the ''W.14 Skeeter''. As designed, it was a relatively compact two-seat helicopter, intended to be suitable for use as both a civilian aircraft and for [[aerial reconnaissance|aerial observation]] duties with military customers. The original engine selected to power the Skeeter was a single 110&nbsp;hp [[Jameson FF-1]] air-cooled horizontally opposed [[piston engine]].<ref name="London Saro p237 9"/><ref name="Flight fly"/> On 10 October 1948, the first prototype Skeeter performed its [[maiden flight]] at [[Southampton Airport|Eastleigh airfield]]. Initial flight trials of the prototype proved the rotorcraft to be underpowered, which was partially as a result of the experimental Jameson engine being prone to overheating. In response, the company decided to develop an improved Mark 2 Skeeter which was to be equipped with the well-established [[de Havilland Gipsy Major]] 10, which provided 145&nbsp;hp (108&nbsp;kW).<ref name="London Saro p239">London 1988, p. 239.</ref> The Mark 2 Skeeter was a noticeably larger aircraft and had a different appearance.<ref name="flight skeet p355"/>

On 20 October 1949, the larger Skeeter Mark 2 performed its first flight.<ref name="flight skeet p355"/> Powered tests using the rotorcraft soon made it apparent that the Mark 2 suffered from severe [[ground resonance]] problems. Cierva found it difficult to resolve these issues; on 26 June 1950, the Skeeter Mark 2 was destroyed during ground testing. Despite these problems, Cierva had received an order from the British [[Ministry of Supply]] for three improved Skeeters, a pair of Mark 3s and a single Mark 4, for evaluation purposes by the [[Royal Air Force]] (RAF) and [[Royal Navy]].<ref name="London AE p3">London ''Air Enthusiast'' 1994, p. 3.</ref> Prior to the completion of any of these three rotorcraft, rival manufacturer [[Saunders-Roe]] completed its take over of Cierva's helicopter development contracts and took control of its facilities and development programmes in January 1951.{{#tag:ref|The takeover by Saunders-Roe had been necessitated after James G. Weir, Cierva's financial backer, decided to withdraw from involvement with helicopter development following the high-profile fatal crash of the [[Cierva Air Horse]] during mid-1950.<ref>Dunnell ''Aeroplane'' May 2017, p. 105.</ref>|group=note}}<ref name="flight skeet p355"/>

During March 1953, the [[Blackburn Bombardier]]-engined Skeeter Mark 3B was transferred to the [[Aeroplane and Armament Experimental Establishment]] (A&AEE).<ref name="flight skeet p355"/> Subsequent testing showed that these aircraft continued to be underpowered and that the previously encountered ground resonance problems had yet to be properly resolved; these failings were cited as the reason for official support for the rotorcraft being suspended.<ref name="flight skeet p355"/> In response to the suspension, Saunders-Roe chose to undertake a lengthy series of company-funded tests, which involved the use of a specially built rig as well as more theoretical work being performed, for the purpose of identifying both the causes of and solutions to the resonance issue.<ref name="London AE p3"/><ref name="London Saro p239-2">London 1988, pp. 239–242.</ref>

===Competition and reversal of fate===
[[File:SR Skeeter XL814.jpg|thumb|Saunders-Roe Skeeter AOP12 XL 814 at Middle Wallop, 1994]]
During the early 1950s, the [[British Army]] became highly interested in the potential use of compact [[helicopter]]s in the observation and aerial observation roles.<ref name = "wood 111">Wood 1975, p. 111.</ref> In 1953, there was a requirement issued by the British [[Ministry of Supply]] which sought for a low-cost two-seat helicopter, which would be suitable for reconnaissance, casualty evacuation and [[Trainer (aircraft)|training]] duties.<ref name="HAT"/> This specification was considered to be quite demanding, calling for it to be capable of high speeds and quick climb rates even under tropical conditions. The rotorcraft was also required to be transportable on the back of a standard Army three-ton truck, constricting the dimensions of the prospective vehicle considerably.<ref name="HAT">{{Harvnb|Taylor|1974|pp=398–404}}</ref> Further requirements for the prospective light helicopter included a flight endurance of one hour along with the potential for carrying light cargos such as fuel and tools as well as stretcher-bound wounded troops.<ref name = "wood 111"/> An initial request for a rear-facing observer's seat was present early on, but was discarded in later revisions. At this time, newly developed [[gas turbine]]s were beginning to appeal both to helicopter designers and to prospective operators, the British Army made the use of such an engine one of its requirements.<ref name = "wood 111"/>

A diverse range of entries were submitted in response to the issuing of the requirement; amongst these were [[Fairey Aviation]] with its [[Fairey Ultra-light Helicopter|Ultra-light Helicopter]] which harnessed [[tip jet]] propulsion, Saunders-Roe with a smaller version of the Skeeter, the [[Bristol Aeroplane Company]]'s proposed ''Type 190'', a [[ducted fan|ducted rotor]] proposal by [[Hunting Aircraft|Percival Aircraft]], [[Short Brothers]] proposed the larger [[Short SB.8]], and a [[ram jet]]-powered proposal by [[Austria]]n-born helicopter pioneer [[Raoul Hafner]].<ref name = "wood 111 112">Wood 1975, pp. 111–112.</ref> In response to the detailed design submission that Fairey had produced for their proposal, the Ministry decided to award the firm a contract to produce a total of four development aircraft for demonstration and flight testing purposes; the company later decided to construct a further two more rotorcraft as a private venture.<ref name="HAT"/>

Meanwhile, a solution for the Skeeter's troublesome resonance issue had been developed, which involved the adoption of a redesigned undercarriage and the fitting of revised blade friction dampers on the rotor head. These improvements allowed Saunders-Roe to finally demonstrate that the ground resonance problems had been fixed when the Skeeter Mark 5 underwent testing by the A&AEE in March 1954.<ref name="flight skeet p355">''Flight'' 1956, p. 355.</ref> The resolution of the issue served to reignite official interest in the rotorcraft, quickly leading to a smaller order being placed for four Skeeter Mark 6s, each equipped with 200&nbsp;hp (149&nbsp;kW) Gipsy Major 200 engines (designated as ''AOP.10'' and ''T.11'' by the British armed forces), for evaluation purposes.<ref name="London Saro p245-9"/>

It was around this point that the British Army became more focused on the Skeeter and the addressing of its shortcomings, while the Fairey Ultra-light fell out of favour.<ref name = "wood 115">Wood 1975, p. 115.</ref> According to aviation author Derek Wood, the Skeeter had benefitted from a favourable early impression of the type that had been made upon some [[West German]] officials; the rotorcraft had attracted the offer of a sizable military order from the German government, however, the placing of the order was on the condition that the Skeeter was in turn adopted by the British armed forces as well. Thus, the decision was taken in [[Whitehall#Government buildings|Whitehall]] to concentrate its efforts on the Skeeter, which effectively meant the abandonment of the Ministry requirement that the rival Fairey Ultra-light had been being developed towards fulfilling.<ref name = "wood 115"/> In 1956, Saunders-Roe finally received production orders for 64 AOP.12s, each powered by a215&nbsp;hp (160&nbsp;kW) engine; production deliveries of the Skeeter commenced in 1958.<ref name="London Saro p245-9">London 1988, pp. 245–249.</ref><ref name="London AE p4-5">London ''Air Enthusiast'' 1994, pp. 4–5.</ref>

=== Production ===
Overall 78 Skeeters were produced, in addition to 10 prototypes.<ref>{{Cite web |date=2019-08-01 |title=Saunders-Roe Skeeter |url=https://www.key.aero/article/saunders-roe-skeeter |access-date=2024-05-04 |website=www.key.aero |language=en}}</ref>

==Design==
[[File:1962 Saunders-Roe Skeeter AOP12 (XL812) at Cotswold Airport England 29Sept2018 arp.jpg|thumb|Doors open (preserved example, 2018)]]
The Saunders-Roe Skeeter is a light all-metal, two-seat single-rotor helicopter, complete with a tail rotor for torque compensation and yaw control.<ref name="flight skeet p356">''Flight'' 1956, p. 356.</ref> It was intended to perform as an all-purpose rotorcraft, primarily being used for light civil work as well as aerial observation and training missions in military service. The handling characteristics were broadly similar to comparably sized rotorcraft of the era, while possessing the necessary simplicity, robustness, and reliability that commonly typified trainer aircraft.<ref name="flight skeet p356"/>

The Skeeter possessed a relatively conventional configuration for a helicopter, being powered by a single [[piston engine]] which drove a 29-foot (8.84&nbsp;metre) three-bladed main rotor and a three-bladed [[tail rotor|anti-torque rotor]], which was mounted at the end of a triangular-section tailboom.<ref name="flight skeet p356"/> The main rotor-blades made use of a [[Composite material|composite]] construction, using a steel-tube [[spar (aeronautics)|spar]] that was bonded to wooden [[Wood veneer|veneer]]s, formers, and [[rib]]s, as well as [[brass]] balance-weights; these reportedly delivered a cost-effective and relatively simplistic rotor blade that also possessed favourable [[fatigue (material)|fatigue]] properties. Saunders-Roe also developed a replacement metal light [[alloy]] rotor blade that possessed superior aerodynamic properties and provided increased performance.<ref name="flight skeet p356"/> A fixed [[tricycle landing gear|tricycle undercarriage]] arrangement, complete with interchangeable wheels and brake units, was also present.<ref name="London Saro p237 9">London 1988, pp. 237, 239.</ref><ref name="Flight fly">''Flight'' 21 October 1948, pp. 477–478.</ref>

The Skeeter's crew of two were housed within an enclosed glazed [[perspex]] canopy, complete with removable doors.<ref name="flight skeet p357"/> The design of the cabin had been heavily shaped by the requirement for the Skeeter to be suited to the [[air observation post]] (AOP) role that the type had been heavily marketed towards.<ref name="flight skeet p356"/> The nose structure of the Skeeter bore the weight of the rotorcraft's equipment, payload, and crew in addition to the [[inertia]]l forces present during manoeuvring and landing loads from the nose wheel. The light-alloy structure contained control access panels in the floor and a [[Battery (electricity)|battery]] unit within the nose itself.<ref name="flight skeet p357">''Flight'' 1956, p. 357.</ref>

Directly behind the cockpit and underneath the main rotor was the rotorcraft's engine and its [[nylon]] bag-type fuel tank, which was housed within a welded tubular steel framework attached to the cockpit structure and to the tailboom. Power was directed to the tail rotor via a torque shaft contained within the tail cone, which featured gearing so that pilots could readily adjust the speed and direction of tail rotor movement.<ref name="flight skeet p356"/> The engine was provided with cooling air via an intake on the centre of the starboard side of the rotorcraft; for improved ventilation, the cowling around the engine area could be entirely removed. The [[de Havilland Gipsy Major]] that was used to power the majority of Skeeters was credited with being a major contributor to the rotorcraft's relatively high fuel efficiency due to its use of [[fuel injector]]s (the high aerodynamic efficiency of the airframe itself was another beneficial factor).<ref name="flight skeet p356 357">''Flight'' 1956, pp. 356–357.</ref>

===Rocket-boosted rotor===
With the limited power of the Gipsy Major, means of boosting power were investigated, including a de Havilland developed turbo-supercharger. As an alternative to the turbocharger, a rocket powered rotor boost system was developed by [[D. Napier & Son]], fuelled by [[High Test Peroxide]] (HTP) decomposed at blade tip nozzles by contact with a catalyst. The [[Napier N.R.E. 19]] system was fitted to two Skeeter 6 helicopters (''G-AMTZ'' and ''G-ANMI''), re-designated as '''Skeeter 6 (mod)''' when modified.<ref name="London">{{cite book |last=London |first=Peter |title=Saunders and Saro aircraft since 1917 |date=1988 |publisher=Putnam |location=London |isbn=978-0851778143 |pages=244–245}}</ref>

The rocket system consisted of a hemispherical HTP tank on the top of the rotor head and pipes running through the blades to catalyst chambers and rocket nozzles at each blade tip. Total thrust was {{cvt|22.5|lbf|kN|2}} thrust for 15 minutes, at a total HTP consumption rate of {{cvt|1|impgal/min|USgal/min l/min}}, boosting rotor power by {{cvt|67|shp|kW|0}} and increasing vertical climb rate considerably . Total weight of the system was under {{cvt|30|lb|0}}.<ref name="London"/><ref name=JAWA58-59>{{cite book |title=Jane's All the World's Aircraft 1958–59 |editor1-last=Bridgman |editor1-first=Leonard |year=1957 |publisher=Jane's All the World's Aircraft Publishing Co. Ltd. |location=London |pages=450–451}}</ref>

Flight trials proved the system to work as advertised but it was rejected due to the logistical problems involved with HTP in peace-time and particularly during military action.<ref name="London"/>

==Operational history==
[[File:Saro Skeeter 8 G-APOI (6811276832).jpg|thumb|Civilian service example in a museum, G-APOI]]
The [[British Army]] ordered 64 Skeeter 6's, to be designated as the Skeeter AOP.12 (air observation post - artillery direction & control), and the Skeeter finally entered service in October 1956. Several Skeeter AOP.12s were operated by the [[Central Flying School]] of the Royal Air Force. With the merger of the helicopter activities of the British  [[Bristol Aeroplane Company]], [[Fairey Aviation Company|Fairey]] and Saro with [[Westland Aircraft]] in 1960, plans to develop a [[turbine]] powered version were abandoned{{citation needed|date=September 2022}} –  although this knowledge was used in the development of the [[Westland Scout]] and [[Westland Wasp]] through to the [[Saunders-Roe P.531|P.531]], which had been based on the Skeeter's airframe.

==Variants==
;Cierva W.14 Skeeter 1
:Original design, first flown on 8 October 1948, powered by a {{cvt|106|hp}} [[Jameson FF-1]] engine. It had a triangular cross-section to its tail-boom. Only one was built.
;Cierva W.14 Skeeter 2
:First flew in 1949. Powered by {{cvt|145|hp}} [[de Havilland Gipsy|Gipsy]] engine. Suffered badly from ground resonance and eventually shook itself apart. This version had a circular-section tail-boom, as did all future versions. Only one was built.
;Skeeter 3
:Also with de Havilland Gipsy engine. Mark 3B powered by {{cvt|180|hp}} [[Blackburn Cirrus Bombardier]] engine.<ref name="flight skeet p355"/>
:Two were produced. No orders were placed by the [[British Army]].
;Skeeter 4
:Version for the [[Royal Navy]], was rejected. Similar to Skeeter 2 and 3. Only one was produced. Built at same time as Mark 3B.<ref name="flight skeet p355"/>
;Skeeter 5
:Similar to other earlier Skeeters. Only one was produced.
;Skeeter 6
:Three prototypes were procured. One was the Mark 5 rebuilt with the Gipsy Major 201 fuel-injection engine for gaining Certificate of Airworthiness. 
;Skeeter 6 (mod)
:Two Skeeter 6 helicopters, (''G-AMTZ'' and ''G-ANMI''), modified with a [[High Test Peroxide]] fuelled [[Napier N.R.E. 19]] rocket rotor boost system.<ref name="London"/>
;;Skeeter AOP.10
:Three preproduction evaluation aircraft built for the British Army<ref>Until the formation of the [[Army Air Corps (United Kingdom)|Army Air Corps]] in 1957, the AOP squadrons were operated by the RAF</ref>
;;Skeeter T.11
:One dual-control trainer was built for the Royal Air Force
;Skeeter 7
:Had {{cvt|215|hp}} Gipsy Major 150 engine. This was the most successful Skeeter. 64 were built and acquired by the British Army Air Corps.
;;Skeeter AOP.12
:Air observation post helicopter for the British Army Air Corps and training helicopter for the Royal Air Force.
;;Skeeter T.13
:Training version for the RAF. The Skeeter T.13s were used to train army helicopter instructors.
;Skeeter 8
:Commercial version similar to Skeeter 7, with {{cvt|215|hp}} Gipsy Major. Only single example completed, with two more abandoned incomplete.<ref name="London Saro p246">London 1988, p. 246.</ref>
;Skeeter Mk.50
:Export version of the Skeeter 7 for the [[Army Aviation Corps (Germany)|German Army Aviation Corps]]. Six were ordered and exported.<ref name="London saro p252">London 1988, p. 252.</ref>
;Skeeter Mk.51
:Export version of the Skeeter 7 for the [[German Navy]]. Four were ordered and exported.<ref name="London saro p252"/>

==Operators==
[[File:SAUNDERS ROE SKEETER HELICOPTER AT THE LUFTWAFFEN MUSEUM RAF GATOW BERLIN GERMANY JUNE 2013 (9123769861).jpg|thumb|Skeeter in German markings at a museum]]
;{{GER}}
*[[German Army]]
*[[German Navy]]
;{{UK}}
*[[Army Air Corps (United Kingdom)|Army Air Corps]]
*[[Royal Air Force]]
;{{POR}}
*[[Portuguese Air Force]]<br />Six Skeeter Mk.50 and four Skeeter Mk.51 acquired from the [[German Army Aviation Corps]] and German Navy, respectively. These non-airworthy examples were delivered in July 1961 and were stored at [[OGMA]]; due to lacking spare parts their rebuild was eventually cancelled and they were sold.<ref>{{cite web|url=https://docs.google.com/viewer?a=v&pid=explorer&chrome=true&srcid=0By_qE08zwbF1NGE3OTRhYjItZmI5YS00N2I4LWJkMzQtNDhhYjFhYjg3ZGY1|title=Ferreira, Rui. ''Esquadra 552 Zangões – Em perigos e Guerras Esforçados''|date=21 January 2011|publisher=Wakarounds|access-date=2 March 2013|language=pt}}</ref>

==Surviving airframes==
[[File:Saunders-Roe W-14 Skeeter.jpg|thumb|A preserved Skeeter]]
[[File:Saunders-Roe Skeeter - Muzeum Lotnictwa Kraków.jpg|thumb|Skeeter on display at the [[Polish Aviation Museum]]]]
[[File:Saro Skeeter AOP.12 XM555, NELSAM, 27 June 2015.JPG|thumb|Skeeter at the [[North East Land, Sea and Air Museums]], U.K, 2015]]
[[File:Saunders-Roe Skeeter AOP.12 ‘Army - XM553’ (G-AWSV) (50726571558).jpg|thumb|Skeeter at the [[Yorkshire Air Museum]], U.K]]
[[File:Saunders-Roe Skeeter Mk12, Internationales Luftfahrtmuseum Manfred Pflumm pic4.JPG|thumb|Skeeter AOP.12 at Luftfahrtmuseum Villingen-Schwenningen]]

;Germany
* XN348 – Skeeter AOP.12 on static display at the [[Hubschraubermuseum Bückeburg]] in [[Bückeburg|Bückeburg, Lower Saxony]].<ref>{{cite web |title=Saunders-Roe SKEETER |url=http://www.hubschraubermuseum.de/exponate/einrotorige-hubschrauber/saunders-roe-skeeter/?lang=en |website=Hubschraubermuseum Bückeburg |access-date=6 July 2020}}</ref><ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XN348 AAC, c/n s2/7154 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=14277 |website=Aerial Visuals |access-date=6 July 2020}}</ref>

;Poland
* XL767 – Skeeter AOP.12 on static display at the [[Polish Aviation Museum]] in [[Kraków|Kraków, Lesser Poland]].<ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XL767 AAC, c/n S2/5080 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=189680 |website=Aerial Visuals |access-date=6 July 2020}}</ref>

;United Kingdom
* XL739 – Skeeter AOP.12 on static display at the [[Norfolk Tank Museum]] in [[Forncett|Forncett, Norfolk]].<ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XL739 AAC, c/n S2/5071 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=126424 |website=Aerial Visuals |access-date=6 July 2020}}</ref>
* XL762 – Skeeter AOP.12 in storage at the [[National Museum of Flight]] in [[East Fortune|East Fortune, East Lothian]].<ref>{{cite web |title=Aircraft location |url=http://www.nms.ac.uk/national-museum-of-flight/things-to-see-and-do/explore-the-hangars/aircraft-location |website=National Museums Scotland |access-date=6 July 2020}}</ref> 
* XL764 – Skeeter AOP.12 on static display at [[Newark Air Museum]] in [[Newark-on-Trent|Newark-on-Trent, Nottinghamshire]].<ref>{{cite web |title=Aircraft List |url=http://www.newarkairmuseum.org/Aircraft-List |website=Newark Air Museum |access-date=6 July 2020}}</ref>
* XL765 - Skeeter AOP.12 on static display at the Wight Aviation Museum, Sandown Airport, Sandown, IOW.{{cn|date=April 2025}}<ref>{{Cite web |title= |url=http://www.islandecho.co.uk/aviation-museum-unvails-skeeter-chopper-in-latest-and-largest-display/ |website=www.islandecho.co.uk}}</ref>
* XL770 – Skeeter AOP.12 on static display at the [[Solent Sky Museum]] in [[Southampton, Hampshire]].<ref name="SSM">{{cite web |title=OVER 20 AIRCRAFT TO DISCOVER AND EXPLORE |url=http://www.solentsky.org/exhibitions |website=Solent Sky |access-date=6 July 2020}}</ref><ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XL770 RAF |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=60822 |website=Aerial Visuals |access-date=6 July 2020}}</ref>
* XL811 – Skeeter AOP.12 on static display at [[The Helicopter Museum (Weston)|The Helicopter Museum]] in [[Weston-super-Mare|Weston-super-Mare, North Somerset]].<ref>{{cite web |title=[Untitled] |url=http://www.helicoptermuseum.co.uk/british.htm |website=The Helicopter Museum |access-date=6 July 2020 |archive-url=https://web.archive.org/web/20190109212755/http://www.helicoptermuseum.co.uk/british.htm |archive-date=9 January 2019}}</ref><ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XL811 RAF, c/n S2/5096 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=34947 |website=Aerial Visuals |access-date=6 July 2020}}</ref>
* XL813 – Skeeter AOP.12 on static display at the [[Army Flying Museum]] in [[Middle Wallop|Middle Wallop, Hampshire]].<ref>{{cite web |title=Airframe Dossier - Cierva-Saunders-Roe Skeeter AOP.12, s/n XL813 AAC, c/n S2/5098 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=67964 |website=Aerial Visuals |access-date=6 July 2020}}</ref>
* XM553 – Skeeter AOP.12 on static display at the [[Yorkshire Air Museum]] in [[Elvington, City of York|Elvington, York]].<ref>{{cite web |title=Saro Skeeter AOp12 |url=http://yorkshireairmuseum.org/exhibits/post-world-war-ii-aircraft/saro-skeeter-aop12 |website=Yorkshire Air Museum |access-date=6 July 2020}}</ref>
* XM555 – Skeeter AOP.12 on static display at the [[North East Land, Sea and Air Museums]] in [[Sunderland, Tyne and Wear]].<ref>{{cite web |title=Exhibits on Display in the Military Romney Building |url=http://www.nelsam.org.uk/Exhibits/Military |website=NELSAM |access-date=6 July 2020}}</ref><ref>{{cite web |title=North East Land, Sea and Air Museum to receive Skeeter Helicopter from RAF Museum |url=http://www.rafmuseum.org.uk/london/whats-going-on/news/north-east-land-sea-and-air-museum-to-receive-ske |website=Royal Air Force Museum |access-date=6 July 2020 |date=12 May 2015}}</ref>
* XN344 – Skeeter AOP.12 on static display at the [[Science Museum, London]] in [[London]].<ref>{{cite web |title=Saunders-Roe "Skeeter" MK 12 helicopter XN344 |url=http://collection.sciencemuseumgroup.org.uk/objects/co29802/saunders-roe-skeeter-mk-12-helicopter-xn344 |website=Science Museum Group |access-date=6 July 2020}}</ref>
* XN351 - Skeeter AOP.12 on static display at Morayvia, Kinloss, Scotland.
* S2/5081 – Skeeter 8 on static display at the Solent Sky Museum in Southampton, Hampshire.<ref name="SSM" /><ref>{{cite web |title=Airframe Dossier – Cierva-Saunders-Roe Skeeter 8, c/n S2/5081, c/r G-APOI |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=68046 |website=Aerial Visuals |access-date=6 July 2020}}</ref>

==Specifications (Skeeter AOP.12)==
{{Aircraft specs
|ref=''Saunders and Saro Aircraft since 1917.''<ref name="London saro p253-4">London 1988, pp. 253–254.</ref>
|prime units?=imp
<!--
        General characteristics
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|height in=6
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|empty weight lb=1656
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|max takeoff weight lb=2300
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<!--
        Powerplant
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|eng1 number=1
|eng1 name=[[de Havilland Gipsy Major]] 215
|eng1 type=4-cylinder air-cooled inverted engine
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|eng1 hp=215

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|rot area sqft=804<!-- helicopters -->
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        Performance
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|max speed kmh=
|max speed mph=109
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|range miles=260
|range note=at {{convert|86|mph|kn km/h|abbr=on}}
|endurance=3 hr
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|disk loading lb/sqft=
|more performance=*'''Hover ceiling:''' {{convert|5500|ft|m|abbr=on}} (in [[Ground effect (aerodynamics)|ground effect]])
*'''Vertical climb rate:''' {{convert|425|ft/min|m/s|abbr=on}}

|avionics=
}}

==See also==
{{Portal|Aviation}}
{{aircontent
|related=
|similar aircraft=
|lists=
* [[List of rotorcraft]]
|see also=
* [[Saro P.531]]
}}

==References==
===Notes===
{{reflist |group=note}}

===Citations===
{{reflist}}

===Bibliography===
{{refbegin}}
* [http://www.flightglobal.com/pdfarchive/view/1948/1948%20-%201745.html "Cierva Skeeter Flies."] ''[[Flight International|Flight]]'', 21 October 1948, pp.&nbsp;477–478.
* Dunnell, Ben. "Aeroplane Archive: Jump To It". ''[[Aeroplane Monthly|Aeroplane]]'', Vol. 45, No. 5, May 2017. pp.&nbsp;103–105. {{ISSN|0143-7240}}.
* London, Peter. "Last of the Line: The Saro Skeeter". ''[[Air Enthusiast]]'', No. 54, Summer 1994. ISSN 0143-5450. pp.&nbsp;2–5.
* London, Peter. ''Saunders and Saro Aircraft since 1917''. London: Putnam, 1988. {{ISBN|0-85177-814-3}}.
* [http://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200355.html "Saunders-Roe Skeeter: Development and Construction of the Mark Six."] ''Flight'', 30 March 1956. pp.&nbsp;355–359, 374.
* {{cite book |title= Fairey Aircraft since 1915|last= Taylor|first=H.O. |year=1974 |publisher=Putnam Publishing |location=London |isbn= 0-370-00065-X}}
* Wood, Derek. ''Project Cancelled''. Macdonald and Jane's Publishers, 1975. {{ISBN|0-356-08109-5}}.
{{refend}}

==External links==
{{Commons category}}
*[http://www.helis.com/database/go/saunders_roe_skeeter.php Helis database]
*[https://web.archive.org/web/20070930153925/http://www.britishaircraft.co.uk/aircraftpage.php?ID=127 Saro Skeeter] – British Aircraft Directory
*[http://skeeterheritage.co.uk Skeeter Heritage]

{{Saro aircraft}}
{{Cierva aircraft}}

[[Category:1940s British helicopters]]
[[Category:1940s British military utility aircraft]]
[[Category:Saro aircraft|Skeeter]]
[[Category:Single-engined piston helicopters]]
[[Category:Aircraft first flown in 1948]]
[[Category:Cierva aircraft|W.14]]
[[Category:Single-rotor helicopters]]
[[Category:Aircraft with fixed tricycle landing gear]]