In 1944 Saab em¬barked on two civil aircraft projects — the Saab 90 Scandia, a twin-engined airliner, and the Saab 91 Safir, a single-engined trainer and private plane. The Saab-90 Scandia represented the company’s attempt to join the post-World War II hunt for a Douglas DC-3 replacement.
A cantilever low-wing monoplane of all-metal construction, with retractable tricycle landing gear and powered by two wing-mounted 1081kW Pratt & Whitney Twin Wasp radial engines, and accommodation was provided for a flight crew of four or five and 24 to 36 passengers, according to cabin layout. The 14-cylinder R-2180 radial drove a four-bladed variable-pitch propeller. The Scandia was the only civil use for the R-2180 (also known as the Twin Wasp E1) engine, although a military version was used in rhe prototype Piasecki H-16 helicopter. The elevators and ailerons were fabric-covered and interchangeable port and starboard. After landing a support strut could be deployed from the cockpit to keep the aircraft from tipping backwards during passenger and baggage loading and unloading.
The results of the SAAB 90 first test flight, on 16 November 1946 were sufficient to encourage the Swedish airline, AB Aero¬transport, to sign a contract for 10 aircraft at a value of SKr 15 million. The first plane was delivered in October 1950. When Swedish airline AB Aerotransport this was absorbed into SAS (Scandinavian Airlines System) the order was reduced to six. The remaining four aircraft were then sold to Aerovias Brasil (later VASP). Both airlines found them efficient aircraft to operate, resulting in production of two more for SAS and five for VASP, but that was all.
When Saab was told by the Swedish Air Force to focus on Saab 29 “Tunnan” deliveries, Scandia production was transferred to Fokker in 1951, who in turn used Aviolanda and de Schelde to finish the aircraft. Saab received compensation from the Swedish Air Force for the abandonment of the project.
At this point, the Company had delivered 8 aircraft to ABA and exported 10 to Brazil. In time, the ABA planes were also sold to Brazil, where they remained in service until 1969. Only those 18 were ever built, between 1948 and 1954, including the prototype.
A Saab-90B with a pressurised cabin was planned, but with no demand for the type it was not built.
Saab 90A Scandia Engines: 2 x Pratt & Whitney R-2180-E1 radial, 1342kW Wingspan: 28 m / 92 ft 10 in Length: 21.3 m / 70 ft 11 in Height: 7.1 m / 23 ft 4 in Wing area: 85.65 sq.m / 921.93 sq ft Max take-off weight: 16000 kg / 35274 lb Empty weight: 9960 kg / 21958 lb Cruise speed: 390 km/h / 242 mph Ceiling: 7500 m / 24600 ft Range: 1480 km / 920 miles
Saab 90A-2 Scandia Crew: 4-5 Engine: 2 x Pratt & Whitney Twin Wasp R-2180-E1, 1825 hp Span: 28.0 m (91’10.5”) Length: 21.3 m (69’10.5”) Take-off weight: 15900 kg (35053 lb) Range: 2650 km (1650 miles) Maximum speed, km/h (mph) 455(283) Cruising speed: 400 kph (249 mph) Landing speed: 120 kph (75 mph) Max. altitude: 8700 m (28540 ft)
The JAS 39 Gripen is a small, agile and lightweight fighter design for multiple roles in the Royal Swedish Air Force. JAS stands for Jagt-Attack-Spaning which means Fighter-Attack-Reconnaissance. The Gripen (Griffon) design features canards positioned close in front of the delta wing. It is powered by a single 80kN reheated Volvo RM12 licensed built General Electric F404-GE-400 engine.
The JAS 39 Gripen is a Swedish fourth-generation multi-role fighter developed by Saab. Its name comes from the mythical griffin, symbolizing divine power. The design work began in 1979, the first flight took place in 1988, and in 1997 the Gripen entered service with the Swedish Air Force. Costs range from $30 million to $60 million depending on the modification.
The fighter features a canard aerodynamic layout: control surfaces generate lift at any speed, while the delta wing compensates for negative lift at supersonic speeds. This design provides high maneuverability, stability during supersonic flight, and excellent takeoff and landing performance. To reduce landing distance, the aircraft is equipped with powerful air brakes. Key systems, including the RM12 engine and PS-05/A radar, are modular, simplifying maintenance and upgrades. A powerful turbofan engine with high bypass allows a top speed of 2,130 km/h and takeoff acceleration in 18 seconds. Initially, the aircraft had a limited weapons set, but it later gained the ability to use most European and American air-launched weapons: bombs, unguided rockets, and precision missiles for ground and naval targets.
It is a canard delta design with a triplex digital fly-by-wire flight control system, a multimode Ericsson PS-05A pulse-Doppler radar, a Honeywell INS, a Hughes wide-angle headup display, an external Flir pod, and an advanced cockpit with three CRT displays. British Aerospace designed and developed the carbonfibre wing, and produced them for the first three prototypes.
It has a modern glass cockpit with three multi function displays and a wide-angle HUD. Its easily programmable software and associated systems make the aircraft suitable to configure it for all kinds of mission profiles.
Armament includes a 27mm Mauser BK27 cannon internally, and six hardpoints.
The first prototype of the JAS 39 was rolled out on April 26, 1987, and first flown in 1988.
Five Gripen prototypes were to be followed by an initial batch of 30 production aircraft. Options were held on another 110, although the total Swedish Air Force requirement exceeded 300 aircraft to replace Drakens and Viggens.
The JAS 39A single-seater and the JAS 39B two-seater were the first production aircraft to enter service in the Swedish Air Force in 1997. The improved JAS 39C and two-seat version JAS 39D were a later production batch. Improvements include air-to-air refuelling capability, NATO weapon pylons, and NATO compatible systems. The export versions are also based on the C/D variants.
After 2004 Swedish A/B variants were to be updated to Batch 3 (C/D) standard. Export customers include South Africa, Czech Republic and Hungary. South Africa was the first foreign customer for the Gripen, ordering 19 single-seat and 9 twin-seat aircraft in 1999. The aircraft were to be delivered between 2007 and 2011 and replace the Cheetah C/D aircraft in service.
In 2003 Hungary signed a lease-and-purchase contract for 12 single-seat and 2 twin-seat aircraft to be delivered in 2006 and 2007. The contract consisted of a 10 year lease after which the aircraft will be property of the Hungarian government. The Gripen will be fully NATO compliant and represent the main fighting force of the Hungarian air force.
In 2004 the Czech Republic signed a lease contract for twelve single-seat and two twin-seat Gripen aircraft for a period of 10 years. The aircraft are diverted from the production line destined for the Swedish Air Force for reduced delivery times. The first Czech Gripen made its first flight in November 2004 and were to be delivered to the Czech Air Force in April 2005, making the Czech Republic the first NATO operator of the type. The last aircraft is to be delivered in August 2005. The JAS 39 C/D is fully NATO compliant and will fill the gap in the Czech air defense left by the MiG-23/29 disposal and MiG-21 retirement.
The Gripen was also offered to Poland to fill its requirement for 48 fourth generation fighter aircraft, but Lockheed Martin’s F-16C/D Block 52 fighter was the winner. Austria preferred the Eurofighter Typhoon over the Gripen. The Saab-BAE SYSTEMS consortium also lost potential export sales to customers the Joint Strike Fighter, such as the Netherlands and Australia.
The Gripen boasts a top speed of Mach 2 and a combat radius of about 500 miles.
Its delta-wing design and fly-by-wire controls make it highly agile, while its PS-05/A pulse-Doppler radar, upgraded in the MS20 configuration, allows it to track multiple targets and deploy a wide array of weapons, from AIM-120 AMRAAM missiles to precision-guided bombs like the GBU-39.
The jet’s versatility shines in its ability to operate from short, unprepared airstrips—a feature rooted in Sweden’s Cold War strategy of dispersed basing—which gives it an edge in flexibility over heavier platforms like the F-35.
At roughly 18,000 pounds empty, it’s a fraction of the F-35’s 29,000-pound weight, and its operating costs, estimated at $4,700 per flight hour, are significantly lower than the F-35’s $44,000, according to a 2021 Pentagon report (2025).
The first prototype Gripen E made its maiden flight from Saab’s Linköping facility on June 15, 2017. The aircraft is slightly larger than the C-model at just under 50 feet and includes a beefed-up fuselage that accommodates approximately 30 percent more fuel. The aircraft also features larger air intakes, the more powerful General Electric F414-GE-39E engine, and a total of 10 hardpoints. A two-seat F-model is now in development for Brazil, which currently has 36 E/F variants on order as the first export customer for the latest versions.
December 2020 saw the first of a planned 60 Gripen Es being handed over to the Swedish Air Force to commence the joint test program for verification and validation between Saab, the Swedish Armed Forces, and FMV, the Swedish procurement agency.
JAS 39 Gripen E
Key specifications of the Gripen E: Engine Turbofan engine General Electric F414-GE-39E, providing up to 22,000 pounds of thrust with afterburner. This engine delivers 25% more thrust compared to previous models, enhancing the aircraft’s maneuverability and efficiency. Radar Active electronically scanned array (AESA) Raven ES-05, offering high accuracy and long-range target detection. Weapons systems The Gripen E has 10 hardpoints, allowing it to carry a wide range of weapons, including Meteor and IRIS-T missiles, as well as various air-to-ground and air-to-air bombs and missiles. Avionics Modern flight control and sensor systems provide a high degree of integration and automation. The cockpit features multifunction displays and voice-command control capabilities. Mobility and support The Gripen E is designed for efficient combat operations in various climates and can operate from airfields with limited infrastructure, making it highly versatile for diverse operational environments. The Gripen E is already in service with the Swedish Air Force and is used by other countries, including Brazil and Czechia.
Studies aimed at developing a successor to the Draken were carried out between 1952 and 1957. The Saab 37 Viggen (Thunderbolt) multi-role combat aircraft configuration and engine were specified in 1960 from the requirement for STOL performance to permit operation from short roadway dispersal airfields, and the navigation system was selected the next year.
Prolonged research led to adoption of a then-unique canard configuration for the interceptor that was to form the airborne component of the weapon system. The configuration comprises a large rear-mounted delta wing combined with a delta foreplane incorporating trailing-edge flaps. This was adopted to provide improved STOL performance so that the Saab-37 would be able to operate from short runways and sections of roadway about 500m in length, greatly increasing the flexibility of dispersed operations. This configuration, in combination with a high-power turbofan engine, has provided the essential short take-off capability. The engine also complements short landing capability by introducing thrust reversal, its first use in a combat aircraft. The Saab-37 has been designed for a ‘no-flare’ approach to landing with a rate of sink of 5m per second, and this has meant the design of special landing gear able to absorb such a high rate of descent. Once on the ground, thrust reversal plus anti-skid brakes ensure the achievement of a minimum landing run. The pilot is accommodated on a zero-zero ejection seat in an air-conditioned, heated and pressurised cockpit, protected by a bird-proof windscreen. Much of the capability of this aircraft results from the incorporation of the latest avionics, including for attack a head-up display linked via an air-data computer to a digital fire-control system; for its own protection ECM (electronic countermeasures) and radar warning equipment; for navigating Doppler radar and radar altimeter; and for landing in all weathers a tactical instrument landing system plus a blind-landing guidance system.
The first JA37 Viggen was delivered to the Swedish airforce in 1979. This aircraft was made especially in mind for Swedish air force specifications about STOL. The Swedish airforce needed a high quality all weather fighter, able to take off and land on short strips. The system builds on using regular roads as landing/take off strips spread out around the country, making it harder for an enemy to defeat the fighters on the ground during reloading, service and refuelling. The first delivery to the Swedish airforce was the year 1979 and the last one 1990. JA37 is the fifth member of the Viggen family. Viggen is built out of aluminium, honeycomb-elements and titanium-reinforcements. JA37 Viggen is the only aircraft in the Viggen family equipped with a head-down-display from Smiths Industries. It makes it possible for the pilot to fly in any kind of weather. Totally 329 Viggen were built, 149 of then are JA37´s.
Many of the functions in Viggen are automated. Examples of this are the automatic cannon. Once the pilot has his target locked on radar, the aircraft will steer itself so that every round will hit its target. The cockpit in Viggen is a relaxed environment; automatic throttle helps the pilot to keep an optimum speed, altitude and angel at short and steep landings. It can land at speeds between 195-249km/h (121-154 mph) with an aoa (Angel of attack) 16, 5 degrees.
Once the landing gear hits the ground and presses together, the reversing function sets in. This is optional, the pilot may choose to use the reversing system manually is he so wishes. The Viggen has a unique reversing system built in, which helps it to keep the landings under 500 meters. It also results in that the pilot can go backwards with his aircraft without any external help.
Construction commenced in 1964, the first of seven prototypes making its maiden flight on February 8, 1967.
Saab received the initial order for 149 production aircraft in 1968 and first production Saab JA37 Viggen (301) made its initial flight on 4 November 1977. The first of them were delivered during 1979 to a squadron of F13 Wing based at Norrkfiping. It is powered by a US-designed JT8D turbofan engine which has a Swedish-produced afterburner. Short-field ability is enhanced by an automatic speed control and a thrust reverser, so that with its numerous aerodynamic aids the Viggen can take off in 400 m (1,310 ft) and land in 500 m (1,640 ft), coming ‘over the fence’ at a remarkably docile 220km/h (137mph) for such a high-performance aircraft.
The first operational squadron was established at F7 Wing in Sâtenäs from June 1971 onwards. Equipped with uprated turbofan, cannon, BAe Sky Flash missiles and I/J band pulse Doppler radar.
The 100th JA 37 was delivered on 20 August 1985.
Production of the AJ37 totalled 110 aircraft, but three basically similar models were produced in parallel, conforming to the Swedish practice of producing a single airframe capable of adaptation to specialist roles.
The next versions to be developed were dedicated reconnaissance Viggens. R&D funding was allocated for a nominal ‘S-37’ (Spanning, or reconnaissance) aircraft programme in 1971, resulting in the SF 37 Viggen (Spanning Foto, or photo-reconnaissance) which was intended to replace the S 35E Drakens and surviving Lansens in their overland mission. The first prototype flew on 21 May 1973. The 26 SF 37 are fitted with a varied array of cameras in a chisel nose, which dispenses with radar of any kind. An array of cameras (totalling seven in all) is provided, comprising four vertical or oblique units for low-level photography, two vertical cameras for medium to high-altitude tasks, and a solitary infra-red camera, Additional capability is provided by pod-mounted systems as and when required, such facilities enhancing both day and night reconnaissance potential and including additional specialized cameras and Red Baron infra-red linescan equipment. These systems can also be supplemented by pods, particularly night recon-naissance units, on the Viggen’s shoulder pylons.
Ordered into production early in 1973, the SF37 variant flew for the first time on 21 May of the same year, with deliveries to the first operational unit, F21 at Lulea, beginning during April 1977. This model replaced the same company’s S35E Draken in Swedish air force service.
The second dedicated reconnaissance version is the SH 37 Viggen (Spanning Havsovervakning, or sea surveillance) aircraft. The third production Viggen served as the SH 37 prototype, first flying in that configuration on 10 December 1973. Fitted with a long-range Ericsson PS-371/A surveillance and attack radar, optimised for over-water operations, contained in a fairing located beneath and slightly aft of the starboard engine air inlet, the 26 SH 37 also boasts an RKA 40 camera which records radar imagery for analysis. Outwardly, the SH 37 Viggen resembles the AJ 37 aircraft, and if any additional reconnaissance systems are carried they are externally mounted on the shoulder pylons. The usual fit is a night photography pod to port and a LOROP pod to starboard. The SH37 retains a nose-mounted radar for surveillance purposes and it can also operate with additional sensors or weaponry. Production models were delivered from June 1975. Air-to-air missiles can be carried by both reconnaissance derivatives for self-defence purposes.
With a need for a two-seat trainer version, the Sk 37 Viggen (Skol, or school), has two separate cockpits for pilot and instructor. The 18 Sk 37s have an extended fin and retain the standard Viggen nose, but carry no radar, instead relying on Doppler equipment and DME to find their way around. Based on the AJ, the Sk 37 has reduced fuel capacity as a result of its extra cockpit, and aircraft often operate with external tanks. Deliveries of the Sk37 2-seater trainer commenced in 1972. This aircraft was also designed for a limited strike role.
The first 27 Viggens were built with weakened spars and early in its career the type gained an unfortunate reputation as a result. The basic integrity of Saab’s design was never in doubt, as borne out by the long service of all its post-war military aircraft, so it came as no surprise when the decision was made to proceed with the final and perhaps most radical development of System-37. To replace the J 35 Draken in the air defence role the JA 37 Viggen (Jakt, or fighter) was conceived, externally identical to the AJ 37 but underneath a very different aircraft. Design work had been underway at a low rate since 1968, and the first contracts were awarded in 1972.
A total of five prototypes were required, the first flying on 4 June 1974. The fuselage was subtly stretched by 7cm and the fin gained a distinctive extension (a la Sk 37), and additional elevon activators. The other obvious external difference is a blade VHF aerial, behind the rudder. The JA 37 has an uprated 125kN Volvo RM8B afterburning engine, (licence-built Pratt & Whitney JT-8D-22, featuring an additional fan stage, while the on-board equipment was supplemented by an all-weather long-range Ericsson UAP 1023 pulse-Doppler radar. The JA37 also possesses strike capability. Armament includes a permanent 30mm cannon pack and Skyflash and AIM-9L Sidewinder AAMs.
An extensive test programme was undertaken to integrate the new Volvo-Flygmotor RM8B engine, Ericsson PS-46 multi-mode radar, BVR missile system, and all-new cockpit avionics and displays. While still a relatively small, single-engined aircraft, the JA 37 conforms to Sweden’s exacting operational requirement for short missions but high sortie rates. Its wing has been restressed to cope with a higher load factor and the aircraft’s weight has increased. The first of 149 production JA 37s flew on 4 November 1977, with deliveries commencing in 1980. The final aircraft was handed over to the Flygvapen on 29 June 1990, bringing to an end the Viggen’s production run of 329 aircraft.
The JA 37 at full throttle and full afterburner will empty the fuel tanks in 9 minutes, and 0-315 km/h (take off speed) takes 7 seconds.
Attempts were made to export the aircraft, first as a Starfighter replacement to NATO nations and Japan, a Mirage III replacement for Australia and, later, as a deep penetration strike aircraft to India. All these efforts came to nothing, partly because of restrictions imposed on Saab by the national legislature.
The 149th and last JA 37 fighter was handed over to the Flygvapnet at Linkoping on 29 June 1990.
A proposal to fund attrition replacements for the Swedish air force was also defeated, and first-generation aircraft were withdrawn before the JAS 39 Gripen became fully operational. To bridge that gap Saab is undertaking an extensive upgrade programme to modify 115 AJ, SF and SH 37s to AJS 37 standard. This involves fitting a new digital databus giving each aircraft a true multi-role capability, a terrain-following radar system, and compatibility with some of the armaments being developed for the Saab Gripen (such as the DWS 39 stand-off dispenser weapon).
Not long after it had given a go-ahead for development and production of the Saab-32, the Swedish air force began to draw up its specification for a new single-seat fighter that would be able to intercept bombers flying in the transonic speed range. The new type was going to need supersonic speed capability, an unprecedented rate of climb, above, average range and endurance, and a considerable weapon load. It was required to have STOL (short take-off and landing) characteristics to allow for its deployment from a variety of dispersed sites.
Saab began work on this requirement in August 1949, selecting a wing of double-delta configuration that promised great structural integrity with low weight and which, if it performed satisfactorily, would provide the volume needed for the equipment, fuel and weapons demanded by its primary role. The capability of such a wing was confirmed by wind tunnel testing of models and by the Saab-210 small-scale research aircraft, powered by a 476kg thrust Armstrong Siddeley Adder turbojet. First flown on 21 February 1952, the Saab-210 confirmed that there were no particular problems in the handling of the double-delta wing, and following inspection of a wooden mock-up the company received an order for three Saab-35 prototypes. Features of the design included fully-powered controls, a combination of bag and integral fuel tanks, and retractable tricycle landing gear complemented by two retractable tail wheels, an arrangement permitting a tail-down landing to gain the full aerodynamic braking effect of the wing. Such a landing, combined with the use of a braking parachute, makes possible a landing run as short as 610m.
Erik Bratt achieved fame as the designer of the Saab Draken. The first batch of final drawings was issued by the design team (which finally numbered 200) in 1953 and the plane began to take shape towards the end of 1954. The mid-set wigs are a double delta with 80 degrees sweepback on the inner wings and 57 degrees on the outer wings. Elevons on the wing trailing-edges are made up of two inboard and two outboard surfaces. The main wheels retract outward into the wings and the nosewheel retracts forward.
The J35 finally made its first flight on 25 October 1955, piloted by Bengt Olow. The other two in early 1956. The first prototype was not equipped with an afterburner. The three prototypes were powered by Rolls Royce Avon engines of the Series 200 model, but Svenska Flygmotor acquired a licence to build the engine in Sweden and it was these units which powered production aircraft, the first of which flew in February 1958. The Svenska produced engines, with a Swedish developed afterburner, were given the designation RM6, and the B model, which powered the first production Draken, the J35A, was rated at 6890 kg (15 190 lb) of static thrust with augmentation. The first to feature the RM6B unintentionally broke the sound barrier (while climbing) during its maiden flight.
SAAB 35A Draken
Relatively minor changes were made as a result of flight development, the most noticeable being the addition of a cockpit transparency to give the pilot a better view, and the extension of the extreme aft fuselage and jetpipe to reduce drag. The type was ordered into production during 1956, and the first series-built J 35A Draken (dragon) was flown on 15 February 1958, and the first J35As joined Flygflottilj 13 operational squadron at Norrkoping in March 1960. Before they were armed and equipped with radar they were used as single seat trainer. The usual basic armament of these interceptors was four Sidewinder infrared seeking missiles, designated Rb324 in Sweden, although provision was made for three under fuselage hardpoints and four more under each wing. A 30mm (1.18 in) Aden cannon was mounted in each wing.
By the time the J35A entered service, the first J35B had already flown. The 35B prototype was flown for the first time on 29 November 1959 and was being used to test the new Saab S7 collision course fire control radar. The production model was equipped with sophisticated fire-control equipment for mounting collision-course offensives in coordination with the Swedish-built STRIL 60 air-defense system. In January 1960, what had started as a low supersonic aircraft with simple engine intakes reached Mach 2 for the first time. Some J35Bs were built from new, others converted from J35As.
The J 35B had improved ejection seat and control systems, and was equipped with the longer afterburner, like the final J 35As.
The training version (35C) a modified 35A with the radar equipment and armament removed to make it a twin-seater, made its inaugural flight on 30 December 1959. The 35C had an entirely new forward fuselage with dual seating, twin ejection seats, and full instrument panels for instructor and student and designated Sk-35C with the Swedish Air Force (Sk stands for Skol or Trainer). Many more As were also converted later to tandem two seat and unarmed trainers. The 35C variant was based on the J 35A with the short afterburner.
Equipped with the completely new Rolls-Royce RB Series 300 Avon engine with an afterburner, the 35D became the first Draken to reach Mach 2. The combined D/E prototype made its first flight on 27 December 1960. In most respects similar to the B, but was powered by a Series 300 Avon with the Swedish designation RM6C. The thrust was now 5801 kg (12 790 lb) dry and 8006 kg (17 650 lb) with afterburner, and maximum gross weight of the aircraft rose accordingly, most of it being taken up with additional internal fuel. The RM6C engine required the engine intakes to be extended forward.
Flying for the first time on 27 June 1963, the Saab S35E is a variant optimized for the tactical reconnaissance role and able to perform low-, medium- or high-altitude reconnaissance by day or night. Essentially similar to the J35D fighter, the S35E features a battery of forward-facing, vertical and oblique cameras in a redesigned nose section, the entire outer shell of which slides forward to permit rapid access and thus facilitate removal and replacement of camera magazines. These were replaced by British external pods in 1973. The two forward looking cameras in the wings replacing the internal guns.
Entering service with the Swedish air force’s Flygflottilj 11 in the mid1960s, the S3SE served as the Flygvapen reconnaissance workhorse although it was largely supplanted by a version of the Viggen. Some 60 examples of the S35E were produced, this figure being fairly evenly split between new-build airframes and reconfigured J35Ds, whilst a further 20 reconnaissance Drakens were produced for the Royal Danish air force (forming part of the total of 52 Drakens acquired by Denmark in the early 1970s) and being known by the designation RF35 in that country’s service with a full camera nose with provision for up to five 0MERA cameras. In company parlance, the machines are known as the S35SD, the basic Saab 35X being a derivative of the definitive J35F interceptor earmarked for the export market.
The most numerous variant ordered was the J35F, a prototype converted from a D model which made its first flight in late 1965. It was a considerable step up in weapon system performance, introducing an Ericsson produced Hughes pulse Doppler radar, completely automatic fire control and Hughes Falcon air to air missiles in both infrared and radar seeking versions and revised canopy.
The first two Drakens modified to J35J standard were handed over to the Swedish Air Force on March 3, 1987. The update programme was designed to maintain the Draken’s effectiveness until the mid-1990s, and up to 64 aircraft were to be converted. Based on the J35F version, the J35J modification and life extension programme includes an extensive system update with a modified radar, an improved infrared seeker, and IFF equipment. Two additional stores pylons are fitted, allowing additional weapons or auxiliary fuel tanks to be carried. The conversion programme was due to be completed by 1989.
Saab also developed the Draken for export, under the designation Saab-35X, with increased fuel capacity, up to a normal 4000 litres (880 gal), and a higher gross weight to allow the carriage of heavier external loads of 4500 kg (9920 lb). The maximum overload takeoff weight is nearly double the gross weight of the early model Drakens.
The first customer was Denmark, receiving 20 aircraft known as the A 35XD (similar to the Swedish J 35F), but becoming the F-35 once in service with the Kongelige Danske Flyvevabnet (Danish air force). Based on the J 35F but was upgraded with more internal fuel, stronger gear, arrester hook, improved avionics and cockpit layout, new weapon pylons which resulted in redesigned outer wings. Later F-35s were equipped with IR sensor in the nose. The 20 RF 35 (Saab S 35XD) is a variant of the Swedish S 35E photo-reconnaissance Draken, no longer in service. Eventually 11 Sk 35XD (TF-35) two-seat trainers were also delivered. Denmark’s last Draken squadron, operating all three versions of the aircraft. Delivered in 1970 and remaining in service until 1993.
The second export customer was Finland which received 12 J 35XS (Swedish J 35F-2) fighters, five J 35CS (Swedish Sk 35C) trainers and finally 24 J 35FS zero-timed ex-Flygvapnet J 35F single-seaters, more or less upgraded to J 35J standard with a better countermeasures suite. A single unit, ‘Lapland Wing’, flew the aircraft in the 1980s. In 1985 Austria ordered 24 Drakens (ex-Swedish J35Ds rebuilt 1964-65) designated J35ÖE equipped with bulged canopies, RWR, and chaff-flare dispensers. Austria became the fourth Draken operator with the delivery of its aircraft in the mid-1980s. Twenty-three J 35 ÖE s (reworked Swedish J 35Ds) serve as the nation’s primary air defence fighter. Austria acquired 24 aircraft in 1985, with deliveries in 1987-1989.
After having operated the Draken for 17 years, Austria finally retired the last nine Drakens from operational service in November 2005. Just prior to the retirement, the Draken celebrated its 50 year anniversary. Sixty J 35J and 12 Sk 35C two-seat trainers remained in service with F10’s four squadrons at Angelholm, in southern Sweden. Serving as pure interceptors, the J 35J ‘Johanns’ were to be retained until 1995 at least.
Replaced in Swedish service by the Saab 37 Viggen, a total of 644 Drakens were built, including 12 at the Valmet plant in Finland.
35A Engine: RM6B Svenska Flygmotor/Rolls-Royce Avon 200 (10472-13977 lbs) Span: 9.42 m (30 ft l0.75 in) Wing area: 538.2 sq.ft Length: 15.2 m (49 ft 10.5 in) Wheel track: 8 ft 10.5 in Take-off weight: 9000 kg (19841 lb) Max speed: 1.8 Mach / 1190 mph at 36,000 ft Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) ROC: 39,360 fpm Range: 1375-2750 km (850-1710 sm) Max altitude: 13000-15000 m (42650-49210 ft)
35B Engine: RM6B Svenska Flygmotor/Rolls-Royce Avon 200 (10472-13977 lbs) Span: 9.42 m (30 ft10.75 in) Length: 15.34 m (50 ft 4 in) Take-off weight: 9000 kg (19841 lb) Max speed: 1.5 Mach Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) Range: 1375-2750 km (850-1710 sm) Max altitude: 13000-15000 m (42650-49210 ft)
35C Engine: RM6B Svenska Flygmotor/Rolls-Royce Avon 200 (10472-13977 lbs) Span: 9.42 m (30 ft l0.75 in) Length: 15.2 m (49 ft 10.5 in) Take-off weight: 9000 kg (19841 lb) Max speed: 1.5 Mach Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) Range: 1375-2750 km (850-1710 sm) Max altitude: 13000-15000 m (42650-49210 ft)
35D Engine: RM6C Svenska Flygmotor/Rolls-Royce Avon 300 (12787-17637 lbs) Span: 9.42 m (30 ft 10¾ in) Length: 15.34 m (50 ft 4 in) Take-off weight: 12500 kg (27557 lb) Max speed: 2+ Mach Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) Range: 1375-2750 km (850-1710 sm) Max altitude: 13000-15000 m (42650-49210 ft)
35E Engine: RM6C Svenska Flygmotor/Rolls-Royce Avon 300 (12787-17637 lbs) Span: 9.42 m (30 ft 10.75 in) Length: 15.34 m (50 ft 4 in) Take-off weight: 12500 kg (27557 lb) Max speed: 2+ Mach Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) Range: 1375-2750 km (850-1710 sm) Max altitude: 13000-15000 m (42650-49210 ft)
35F Engine: RM6C Svenska Flygmotor/Rolls-Royce Avon 300 (12787-17637 lbs) Span: 9.42 m (30 ft 10¾ in) Length: 15.34 m (50 ft 4 in) Height: 12.762 ft / 3.89 m Wing area: 529.589 sqft / 49.2 sq.m Take-off weight: 12500 kg (27557 lb) Weight empty: 16817.5 lb / 7627.0 kg Max speed: 2+ Mach / 1147 kts / 2125 km/h Cruising speed: 0.9 Mach Landing speed: 300 kph (186 mph) Range: 1375-2750 km (850-1710 sm) Range (max. weight): 1188 nm / 2200 km Max altitude: 13000-15000 m (42650-49210 ft) Armament: 1 MG 30mm ADEN/90rds, 2x AAM RB27, 2x AAM RB28 Falcon Crew: 1
J 35J Powerplant: 1 x Volvo Flygmotor RM6C afterburning turbojet, 79.51 kN (17,650 lb st) Length: 15.35m (50 ft 4 in) Height: 3.89m (12 ft 9 in) Wing span: 9.40m (30 ft 10 in) Empty, equipped weight: 8,250 kg (18,188 lb) Max Take-Off Weight 12.270 kg (27,050 lb) Max level speed clean at 10.975 m (36,000 ft): Mach 2.0+ / 2.126 km/h / 1,321 mph Armament: one 30mm Aden M/55 cannon with 150 rounds per gun External load: up to 2,900 kg (6,393 lb) ordnance, up to four auxiliary fuel tanks.
S35E Powerplant: 1 x Svenska Flygmotor RM6C turbojet, 7760-kg (17,108 lb) afterburning thrust. Wing span: 9.40 m (30 ft 10 in) Wing area: 49.20 sq.m (529.6 sq ft) Length: 15.85 m (52 ft 0 in) Height: 3.89 m (12 ft 9 in) Max speed: 2125 kph /1,320 mph / Mach 2. 0 Range int. fuel: 1290 km /800 sm Max range: 3250 km (2,020 sm) Empty wt: 8245 kg (18,180 lb) Max TOW: 16000 kg (35,275 lb)
RF35 / S35SD Powerplant: 1 x Svenska Flygmotor RM6C turbojet, 7760-kg (17,1081b) afterburning thrust. Wing span: 9.40 m (30 ft 10 in) Wing area: 49.20 sq.m (529.6 sq ft) Length: 15.85 m (52 ft 0 in) Height: 3.89 m (12 ft 9 in) Empty wt: 8245 kg (18,180 lb) MTOW: 16000 kg (35,275 lb) Max speed: 2125 kph / 1,320 mph / Mach 2. 0 Range int. fuel: 1290 km (800 sm) Max range: 3250 km (2,020 sm)
35X Engine: Volvo Flygmotor, 12,790 lb Wing span: 39 ft 10 in (9.4 m) Length: 50 ft 4 in (15.35 m) Height: 12 ft 9 in (3.89 m) Max TO wt: 33,070 lb (16,000 kg) Max level speed: M0.2.
On 20 December 1948 Saab received the go-ahead to proceed with the design and the construction of a mock-up of a conventional single-engined aircraft designated the 1150 or Aircraft 32.
Design was initiated to provide the Swedish air force with an all-weather attack aircraft powered by two de Havilland turbojets, but the promise of an indigenous, and consequently cheaper engine brought cancellation of the original project. The design was drawn up around the new Swedish powerplant, but development delay of this engine threatened Saab’s programme and, instead, it was to be given a go-ahead following a decision to power the aircraft by a Rolls-Royce Avon turbojet.
The type is a two-seat cantilever low-wing monoplane with powered controls, retractable tricycle landing-gear a single wheel on each unit). The main wheels retract inwards into the fuselage and the nosewheel retracts forward. The crew of two accommodated in tandem on ejection seats in a pressurised cockpit. Its wing incorporated 35 degrees of sweepback and like that of the Saab-29 before it was evaluated in scaled-down form on a Saab Safir trainer. Conventional ailerons, elevators, rudder, Fowler flaps and variable incidence tailplane were fitted, and four air-brakes on the sides of the rear fuselage.
Four prototypes of the Saab-32 design were ordered, and following the maiden flight of the first prototype on 3 November 1952, on 25 October 1953, the 32A became the first Swedish-built airplane to break the sound barrier.
Production of the A 32A Lansen (Lance) started in 1953, an all-weather attack aircraft powered by a Swedish-built version of the Rolls-Royce Avon Series 100, developing 4500kg afterburning thrust. The first production 32As were delivered to Fl7 Wing at Kallinge in December 1955. A total of 285 A-32As were built.
A32A Lansen
The first prototype of the 32B – an all-weather interceptor equipped with a more powerful engine, heavier armaments, navigational and homing radar, a sophisticated fire-control system and an autopilot designed by Saab, flew for the first time on 7 January 1957 (153 built).
When production of the A 32A ended in mid-1958, deliveries began almost immediately afterwards of the J 32B all-weather/night fighter. It introduced the Flygmotor RM6B turbojet, a licence-built version of the Rolls-Royce Avon Series 200 which developed 6900kg afterburning thrust, providing much enhanced performance. Production of the J 32B ended in early 1960.
Lansen J32B
Built almost in parallel with this version was the S 32C reconnaissance aircraft with a modified nose to carry advanced cameras as well as radar surveillance equipment. The 32C was a reconnaissance aircraft equipped with five separate cameras (37 built). The 32C made its first flight on 26 March 1957.
When production ended with delivery of the last J 32B, on 2 May 1960, a total of 447 Saab-32s of all versions had been built for the Flygvapen. By 1993 only a handful of Lansens remained in military service, chiefly with the Forsokscentralen (test and trials unit) of the Flygvapen. Two-seat J 32B and J 32D target tugs are in use along with 14 specially modified J 32E electronic warfare ‘aggressor’ aircraft. These aircraft are operated by F13M, based at Malmslatt, with a permanent detachment at the RFN’s Norland missile test range in Videsl, Lapland. Three J 32B target-tugs were formerly operated by civilian contractor Swedair, but reverted to air force control.
The last of the type being retired from active service in 1973.
Saab’s original project for the Saab-29 had envisaged it as a conventional monoplane powered by a de Havilland Goblin turbojet, but information on German swept-wing research which became available soon after the end of hostilities in Europe (combined with development of the more powerful de Havilland Ghost turbojet) resulted in redesign to incorporate these features. As the company had no experience of the behaviour of a swept wing it was decided to use a Saab Safir lightplane to test a wing of this configuration, a reduced-scale wing with 25 degrees of sweep-back being installed and flown on this aircraft. Negotiations were initiated with de Havilland for licence-production of the Ghost turbojet in Sweden.
Of cantilver shoulder-wing monoplane configuration, the Saab-29 had retractable tricycle landing gear, its powerplant mounted within the rotund fuselage, and with the pilot accommodated on an ejection seat in a pressurised cockpit.
The first of four Saab-29 prototypes was flown initially on 1 September 1948, but it was not until the spring of 1951 that the aircraft was ordered into production, being the first aircraft in its class to be production-built in Western Europe.
First flown in prototype form on 1 September 1948, the initial production model was the J29A which began to enter service with the Swedish air force (Flygvapen) during May 1951 at Norrkoping.
Powered by a single Svenska Flygmotor RM2 turbojet engine (a licence-built version of the de Havilland Ghost) some 200 or so J29As were completed before production switched to the Saab-29B which was a multi-mission machine, the interceptor variant being known as the J29B (with increased fuel) while a specialised attack derivative A29B. The A29B being able to carry a variety of external ordnance including 250-kg (551-lb) general-purpose bombs, unguided air-to-air rockets with additional air-to-ground capability.
The S29C was optimized for reconnaissance tasks with the Hispano 20-mm cannon being replaced by six automatic cameras. Flown for the first time during June 1953, the S29C subsequently adopted the so-called dog-tooth’ wing leading edge which improved transonic handling characteristics.
First fitted to the Saab-29D variant, the Swedish-designed afterburner resulted in significantly greater power but only a few of the J29D subtype were built, it being supplanted by the J29E which was the first to feature extended-chord outer wings with the ‘dog-tooth’ leading edge as standard. Both after¬burner and ‘dog-tooth’ were incorporated in the definitive J29F which flew in prototype form on 20 March 1954 and possessed dual interceptor/attack capability.
SAAB J-29F
The type remaining in production until April 1956, by which time a total of 661 had been built. They remained in service until 1958 when their gradual replacement by the Saab-32 Lansen began.
In 1961-2 30 ex-Flygvapen J 29Fs were supplied to Austria as fighter-bomber and reconnaissance aircraft, those operating in the latter role using a detachable pod housing three Vinten cameras. The J29F was retired in 1972.
J29A Engine: RM2 Svenska Flygmotor / De Havilland Ghost 50 (5004 lb) Span: 11.00m (36 ft10.25 in) Length: 10.23m (33 ft 6.75 in) Take off weight: 7530-8375 kg (16600-18463 lb) Max speed: 1035 kph (643 mph) Cruise speed: 800 kph (497 mph) Landing speed: 220 kph (137 mph) Range: 1200 km (750 sm) Max. altitude: 13700 m (44950 ft)
J/A29B Engine: RM2 Svenska Flygmotor / De Havilland Ghost 50 (5004 lb) Span: 11.00 m (36 ft10.25 in) Length: 10.23 m (33 ft 6.75 in) Take off weight: 7530-8375 kg (16600-18463 lb) Maximum speed: 1035 kph (643 mph) Cruising speed: 800 kph (497 mph) Landing speed: 220 kph (137 mph) Range: 1500 km (930 sm) Max. altitude: 13700 m (44950 ft)
S29C Engine: RM2 Svenska Flygmotor / De Havilland Ghost 50 (5004 lb) Span: 11.00 m (36 ft10.25 in) Length: 10.23 m (33 ft 6.75 in) Take off weight: 7530-8375 kg (16600-18463 lb) Maximum speed: 1035 kph (643 mph) Cruising speed: 800 kph (497 mph) Landing speed: 220 kph (137 mph) Range: 1500 km (930 sm) Max. altitude: 13700 m (44950 ft)
J29E Engine: RM2 Svenska Flygmotor / De Havilland Ghost 50 (5004 lb) Span: 11.00 m (36 ft10.25 in) Length: 10.23 m (33 ft 6.75 in) Take off weight: 7530-8375 kg (16600-18463 lb) Maximum speed: 1035 kph (643 mph) Cruising speed: 800 kph (497 mph) Landing speed: 220 kph (137 mph) Range: 1500 km (930 sm) Max. altitude: 13700 m (44950 ft)
J29F Engine: RM2B Svenska Flygmotor / De Havilland Ghost 50 with afterburner (6173 lb) Span: 11.00 m (36 ft10.25 in) Length: 10.23 m (33 ft 6.75 in) Height: 3.75 m(12 ft 3.5 in) Wing area: 24.00 sq.m (258.3 sq ft) Wheel track: 7 ft 2 in Take off weight: 7530-8375 kg (16600-18463 lb) Empty wt: 4600 kg (10,141 lb) Maximum speed: 1060 kph (659 mph) at 1500m (4,920 ft) Landing speed: 220 kph (137 mph) Initial ROC: 3600 m/min (11,810 fpm) Service ceiling: 15500 m (50850 ft) Range: 1100 km (680 sm) Ferry range: 2700 km (1,678 sm) Cruising speed: 800 kph (497 mph) Armament: four 20-mm Hispano cannon, plus two Rb324 air-to-air missiles, or 24 75-mm (2.95-in) rockets, or eight 180-mm (7.09-in) or 150-mm (5.9-in) rockets, or two 250-kg (551-lb) bombs.
On 1 April 1939, the Air Force Materiel Administration invited AB Förenade Flygverkstäder to tender for a new fighter aircraft to be powered by the new Bristol Taurus engine, a sleeve-valve unit delivering 1,200 hp. The timetable was incredibly tight. Saab proposed a radical configuration (designated the Ll3) in which the engine was mounted behind the cockpit, offering the advantages of a twin-engined craft in terms of visibility and armament. Unfortunately, this proved to be impractical since the Taurus engine was air-cooled.
In March 1941, Saab was authorized to resume work on the fighter project. By this time, technology had outstripped the original Ll3 concept and a new liquid-cooled Daimler-Benz engine was available as though made to order. The modified design — the J21 — was presented to the Air Force chiefs on 1 April 1941.
The design was a cantilever low-wing monoplane having moderate wing sweep, with central fuselage nacelle to accommodate the pilot on an ejection seat. Power was a rear-mounted powerplant in pusher configuration, twin booms extending aft from the wings with twin fins and rudders united by the tailplane with elevator, and retractable tricycle landing gear.
The first of three Saab-21A prototypes was flown on 30 July 1943 and these, like a few early production aircraft, were powered by the imported Daimler-Benz DB 605; all subsequent production had a Swedish licence-built version of this engine.
The first operational aircraft was delivered to F8 Wing at Barkaby on 1 December 1945.
When introduced into service in late 1945 as the J21A-1 the new type was the only pusher-engined fighter to become operational during World War II, being followed by the generally similar J21A-2 and, finally, by the A21A attack aircraft, these three versions being built to a total of 299 before production ended in 1948.
Continuous improvements were made and a bomb-carrying version, the J21A-3, made its debut on 22 May 1947.
The A21A had the same armament as the J21A fighter, was equipped to carry rockets or light bombs on under-wing racks, and had provision for the installation of a ventral gun pack housing eight 13.2mm machine-guns.
Although increasing the speed was the first priority of the plane’s designers at this time, all attempts to achieve this aim using piston engines were abandoned with the advent of the jet engine in late 1945, and four J21A-ls were modified in an initial attempt to adopt the new technology.
Svenska Aeroplan adapted its Saab-21 design to accept the installation of a de Havilland Goblin gas turbine. This seemed a simple way to gain experience with this form of powerplant and, at the same time, extend the performance capability of the proven Saab-21 design; however, it was to prove rather more difficult a process than had been anticipated. The redesign affected 50% of the airframe rather than 20% as had been anticipated. The first requirement was for the aft fuselage nacelle to be widened to accept the new engine and the tailplane moved to the top of the fin to be clear of the jet efflux. It was also decided that because of the higher performance of this aircraft some structural strengthening was essential, and as there was no longer any need to be concerned about propeller ground clearance the landing gear struts were shortened. In this form the first Saab-21R prototype was flown initially on 10 March 1947.
J-21R
Almost two years elapsed before all development-problem fixes had been finalised, the first deliveries of production aircraft starting during February 1949.
The original Saab-21 production order had been for 120 aircraft, but because of delay in its development, a programme for the specially-designed turbojet-powered Saab-29 was well advanced, with a result that the Saab-21R order was reduced to only 60 aircraft. These were produced as the J21RA with a 1361kg thrust de Havilland Goblin 2 engine, and J21RB with a licence-built Goblin turbojet, 30 of each being built. After comparatively short service in the fighter role, all were converted as attack aircraft, redesignated A21R and A21RB respectively, and carrying 10 100mm or five 180mm Bofors rocket projectiles, or 10 80mm anti-tank rockets.
In all, 298 J21s were built. The last of these was retired from service on 23 July 1954, al¬though the J21R continued to fly until 4 April 1957.
J21A Engine: Daimler Benz 605B, 1475 hp / 1100kW Span: 11.64 m (38 ft 2.25 in) Length: 10.45 m (34 ft 3.5 in) Height: 3.96 m / 13 ft 0 in Wing area: 22.2 sq.m / 238.96 sq ft Take-off weight: 4150 kg (13615 lb) Empty weight: 3250 kg / 7165 lb Maximum speed: 640 kph (398 mph) Cruising speed: 495 kph (308 mph) Landing speed: 145 kph (90 mph) Range: 1500 km (930 miles) Max. altitude: 11000 m (36090 ft) Armament: 1 x 20mm cannon, 4 x 13.2mm machine-guns Crew: 1
A21A Engine: Daimler Benz 605B, 1475 hp Span: 11.64 m (38 ft 2.25 in) Length: 10.45 m (34 ft 3.5 in) Take-off weight: 4413 kg (14478 lb) Maximum speed: 640 kph (398 mph) Cruising speed: 495 kph (308 mph) Landing speed: 145 kph (90 mph) Range: 1500 km (930 miles) Max. altitude: 11000 m (36090 ft)
21RA Engine: De Havilland Goblin 2 (2998 lb) Span: 11.37 m (37 ft 3.75 in) Length: 10.56 m (34 ft 7.75 in) Take-off weight: 5033 kg (16512 lb) Maximum speed: 800 kph (497 mph) Cruising speed: 700 kph (435 mph) Landing speed: 155 kph (96 mph) Range: 900 km (560 miles) Max. altitude: 12500 m (41010 ft)
21RB Engine: De Havilland Goblin 3, 3307 lb / 1500kg Span: 11.37 m (37 ft 3.75 in) Length: 10.56 m (34 ft 7.75 in) Height: 2.95 m / 10 ft 8 in Take-off weight: 5033 kg (16512 lb) Maximum speed: 800 kph (497 mph) Cruising speed: 700 kph (435 mph) Landing speed: 155 kph (96 mph) Range: 900 km (560 miles) Max. altitude: 12500 m (41010 ft) Armament: 1 x 20mm cannon, 4 x 13.2mm machine-guns Crew: 1
Design work on Aircraft 18 was commenced at the beginning of 1939 to meet an official Swedish requirement for a reconnaissance aircraft. The Air Force chiefs had announced a competition for the design of a twin-engined aircraft to replace the old B3. The competition was won by Saab.
A cantilever mid-wing monoplane, primarily of metal construction, the Saab-18 had retractable tailwheel landing gear, a twin-fin-and-rudder tail unit, and was powered as first flown by two 794kW Swedish-built Pratt & Whitney R-1830 Twin Wasp radial engines in wing-mounted nacelles. The crew comprised a pilot, navigator/gunner and bomb-aimer, the last having a position in the glazed nose of the fuselage.
The first prototype took to the air on 19 June 1942. As a result of changing requirements, the two Saab-18A prototypes were redesigned and equipped for the light bomber or dive-bomber role. Early testing of the prototypes revealed that the Saab-18A was underpowered, but with no immediate remedy available.
The type was ordered into production in B18A bomber and S18A photo-reconnaissance versions, built to a combined total of 60 aircraft; late production examples of the S18A also carried radar equipment. Delivered to Bomber Wing Fl in June 1944, the aircraft was designated the B18. Several B18s were con-verted for reconnaissance duties with the installation of radar and camera equipment. This version became known as the B18A.
The availability in 1944 of a Swedish licence-built version of the much more powerful Daimler-Benz DB 605B powerplant led to the single Saab-18B prototype, first flown on 10 June 1944 and followed by 120 B18B dive-bomber production aircraft. With new engines, this version was one of the fastest piston-engined aircraft in the world, reaching a top speed of 570 km/h (354 mph).
Final production version was the T18B (62 built) which had been developed to serve as a torpedo-bomber but was, instead, completed as an attack aircraft. With a crew of two, this could either be fitted with torpedoes for anti-shipping duties or armed with a single 157-mm and two 20-mm automatic Bofors cannons. Production of the last T18B ended in 1948.
242 production aircraft serviced until the last of them was retired in 1956.
B/S18A Span: 17.04 m (55 ft 10.75 in) Length: 13.23 m (43 ft 4,75 in) Take-off weight: 8700 kg (1918 lb) Maximum speed: 465 kph (289 mph) Cruising speed: 415 kph (258 mph) Landing speed: 135 kph (84 mph) Range: 2200 km (1367 miles) Max. altitude: 8000 m (26250 ft)
B18B Engines: 2 x Daimler-Benz DB 605B, 1100kW Span: 17.04 m (55 ft 10.75 in) Length: 13.23 m (43 ft 4,75 in) Height: 4.35 m / 14 ft 3 in Wing area: 43.75 sq.m / 470.92 sq ft Take-off weight: 8793 kg (1938 lb) Maximum speed: 570 kph (354mph) Cruising speed: 480 kph (298 mph) Landing speed: 125 kph (78 mph) Ceiling: 9800 m / 32150 ft Range: 2600 km (1616 mph) Max. altitude: 9800 m (32150 ft) Armament: 1 x 7.9mm and 2 x 13.2mm machine-guns Bombload: 1500kg
T18B Span: 17.04 m (55 ft 10.75 in) Length: 13.23 m (43 ft 4,75 in) Take-off weight, kg (lb) 9272 kg (2044 lb) Maximum speed: 595 kph (370 mph) Cruising speed: 480 kph (298 mph) Landing speed: 130 kph (81 mph) Range: 2600 km (1616 miles) Max. altitude: 9300 m (30150 ft)
In the late 1930s, ASJA and Saab in Trollhättan (operating under the joint title of AB Förenade Flygverkstäder) competed with each other to build a reconnaissance aircraft for the Swedish Air Force. Although the order went to ASJA, its activities were taken over by Saab in early 1939 and Aircraft 17 became exclusively a Saab project.
Developed in close collaboration with American engineers, the aircraft was a mid¬wing monoplane equipped with retractable landing gear. The SAAB B17 was first designed as a reconnaissance aircraft but was mainly used as a dive-bomber.
Production was under Swedish direction, the Americans being responsible for the drafting work. The first test flight took place on 18 May 1940, six months after the end of the American involvement in the project. Not unexpectedly, teething troubles were encountered – the cockpit canopy blew off, spin was difficult to correct and the engine stalled in a right-hand spin. However, when the Air Force came to test the plane, they found that “the aircraft and its equipment are of a generally excellent standard”.
Following the first flight the company made the proposal that its development as a bomber should be given consideration by the Flygvapen. Evaluation of the prototype led to the aircraft being developed for this role as well as for reconnaissance.
B17
In 1940, the Swedish Air Force ordered 322 aircraft that were delivered in the period December 1941 – 1944.
Five versions were developed out of the basic SAAB B17. A cantilever mid-wing monoplane with retractable tail-wheel landing gear, the Saab-17 had its crew accommodated beneath a long continuous canopy. Powerplant varied, the B17A dive-bomber having the 794kW / 1065 hp Svenska Flygmotor-built Pratt & Whitney R-1830-SC3G Twin Wasp radial. A light bomber, the B 17A armament consisted of two fixed 8 mm machine-guns m/22 in the wings and a moveable 8 mm machine-gun at the observers place behind the pilot. A bomb-load of 500 kg could be carried. 132 SAAB B 17A were manufactured.
The B17B dive-bomber and similar S17B (equipped for the reconnaissance role) powered by the 731kW Swedish-built Bristol Pegasus XXIV radial, and the B17C dive-bomber (which differed from the B17B only in its engine, the Piaggio P.XIbis). Included in the total production were 38 examples of the S17BS, a maritime patrol version of the B17B on twin floats. Many of the landplane versions were later given retractable ski landing gear for operation from snow-covered surfaces.
325 were built.
Entering service with the Flygvapen in 1941, the Saab-17 was notable for the robust construction that has since been a feature of the company’s designs, and the type remained in service until 1948. Although retired from active operation in 1948, the Saab 17 continued to fly as a target towplane until 1968.
After World War II 47 were delivered to the Ethiopian air force.
17A Engine: STWC 3 Pratt & Whitney Twin Wasp/ 1065 hp Span: 13.7 m (45 ft 1 in) Length: 9.8 m (35 ft 1.75 in) Height: 14 ft 6 in Wing area: 307 sq.ft Take-off weight: 3790 kg (8355 lb) Maximum speed: 435 kph (270 mph) Cruising speed: 390 kph (242 mph) Landing speed: 125 kph (77 mph) Range: 1800 km (1120 miles) Max altitude: 8700 m (28550 ft)
17B Engine: Bristol Mercury XXI V/980 hp Span: 13.7 m (44 ft 11.25 in) Length: 9.8 m (35 ft 1.75 in) Take-off weight: 3605 kg (7948 lb) Maximum speed: 395 kph (245 mph) Cruising speed: 375 kph (233 mph) Landing speed: 125 kph (77 mph) Range: 1400 km (870 miles) Max. altitude: 8000 m (26250 ft)
17BS Engine: Bristol Mercury XXI V/980 hp Span: 13.7 m (44 ft 11.25 in) Length: 9.8 m (35 ft 1.75 in) Take-off weight: 3825 kg (8433 lb) Maximum speed: 330 kph (205 mph) Cruising speed: 315 kph (196 mph) Landing speed: 125 kph (77 mph) Range: 2000 km (1240 miles) Max. altitude: 6800 m (22300 ft)
17C Engine: Piaggio PXI bis RC40D, 1040 hp / 761kW Span: 13.7 m (44 ft 11.25 in) Length: 9.8 m (35 ft 1.75 in) Height: 4.40 m / 14 ft 5 in Wing area: 28.50 sq.m / 306.77 sq ft Take-off weight: 3870 kg (8532 lb) Maximum speed: 435 kph (270 mph) Cruising speed: 370 kph (230 mph) Landing speed: 125 kph (77 mph) Range: 1700 km (1060 miles) Max. altitude: 9800 m (32150 ft) Armament: 2 x 13.2mm + 1 x 7.9mm machine-guns Bomb load: 680kg
MFI had then been de¬veloping the MFI¬ 15A when Saab acquired Malmö Flygindustri (MFI) in 1968. The airplane made its maiden flight on 11 July 1969. As then flown it was powered by a 119kW Avco Lycoming IO-320-B2 flat-four engine and had a conventional low-set tailplane, but this was modified subsequently to T-tail configuration to minimise damage when operating from rough airfields. Later renamed Safari and then further developed into MFI-17 Supporter armed ground-support version. The plane was converted into an efficient weapons carrier by increasing the engine power and making some structural modifica¬tions – measures which greatly enhanced its military potential. The new version – the MFI-17 – made its first flight on 6 July 1972.
The prototype was flown on 26 February 1971 with a more powerful Avco Lycoming engine, which became the standard powerplant for the production version, which was re-designated Saab Safari. A braced shoulder-wing monoplane with fixed tricycle landing gear, available optionally with tailwheel landing gear, it provides side-by-side enclosed accommodation for two and has dual controls as standard.
A military version designated originally Saab-MFI 17 was flown on 6 July 1972 and differed from the Safari by being equipped more specifically for use as a military trainer, or for such duties as artillery observation, forward air control and liaison; this version was later named Saab Supporter.
The first purely military version, named the Supporter, was sold to Pakistan (where it was built under license as the Mushshak) in 1974. Further sales to Denmark, Norway and Zambia followed. A civilian version named the Safari was also sold to countries including Norway, Sierra Leone and Ethiopia. Counting both versions, more than 200 of the aircraft were built.
Pakistan Aeronautical Complex Super Mushshak
Licence production of the Saab MFI-17 Supporter two/three-seat piston-engined trainer and liaison aircraft continued at Kamra for the Pakistan Air Force and Army in 1987 by the Pakistan Aeronautical Complex, as the Mushshak.
Two MFI-17Bs were shipped to the PAF Academy in September 1974 for evaluation by trainer pilots and the Pakistan Army signed a contract with Saab in June 1974 to acquire five MFI-17B Supporters along with supply kits. The contract was signed to supercede the obsolete Howard L-19 trainer aircraft. A licence agreement was also obtained to build an indigenous aircraft based on the MFI-17B.
Assembly of Swedish-made kits began in 1976, but complete aircraft are manufactured in Pakistan using imported raw materials, engines, propellers, and avionics equipment. Licence-production of this aircraft was started in Pakistan during 1976, initially from kits supplied by Saab, but there has been a gradual change to indigenous manufacture from raw materials. Designated Mushshak in Pakistan, more than 150 have been built.
Upon taking the required suggestions from the Academy, the PAC started the development of MFI-17 Mushshak in June 1975 at its facility in Kamra, Pakistan. Saab ceased the supporter aircraft parts supply in 1982. The maiden MFI-17 Mushshak production aircraft was introduced in December 1983. The aircraft has been accredited by the Pakistan Civil Aviation Authority, and has obtained Type Acceptance certification from the South African Civil Aviation Authority.
The MFI-17 features two integral fuel tanks that carry 48gal of fuel. It also houses an electrical fuel pump for emergency missions. The aircraft is fitted with a Bendix fuel injection system, dual flight control systems, tricycle type landing gear, electrical trim, rudder pedals, ailerons and environmental control system.
It boasts a large luggage compartment on the rear side of the cockpit, which can be easily accessed through a door on the port side of the fuselage.
The glass cockpit of the Mushshak accommodates two crew members, a student pilot and an instructor. It is fitted with two adjustable seats integrated with lockable inertia reels, and there is an option for a third seat on the rear side. The round glass canopy offers clear visibility to the crew. An Enviro R-134 air conditioning system maintains constant temperature in the cockpit.
The cockpit is equipped with UHF radios, GPS, a voice-over recorder, automatic direction finder, rate of climb indicator, attitude heading reference system and an information friend or foe transponder.
The aircraft comprises six hardpoints. It is armed with two 7.62mm cannons, two 75mm unguided rocket pods, four 68mm unguided rocket pods and six anti-tank missiles.
The Mushshak is powered by an AEIO-360A1B6 horizontally opposed four-cylinder piston aircraft engine, which generates 149kW of output power. The engine is designed and manufactured by Textron Lycoming. It is a fuel injected engine driven by two bladed constant speed hartzell propeller made up of aluminium.
The time between overhauls of the engine is 2,000 hours.
Orders of the MFI-17 include: the Egyptian Air Force (54), the Islamic Republic of Iran Air Force (25), the Royal Air Force of Oman (Eight), the Pakistan Air Force (149), the Royal Saudi Air Force (20) and the Syrian Air Force (Six).
The Danish airforce chose in 1974 Saab Supporter as their new trainer.
The MFI-17 was designed to train pilots of the PAF Academy located at Risalpur. The aircraft is fitted with a blind flying screen allowing for instrument flying missions. It was designed to meet the US FAR23 certification standards in utility and aerobatics classes.
The Mushshak was designed to operate on rough airfields even in adverse weather conditions. It can execute a wide range of ground attack missions including forward air control, border patrol, reconnaissance, artillery fire observation, liaison, camouflage review and transportation.
Some Mushshaks, promoted as very light strike and weapons training aircraft, served with the Iranian Revolutionary Guards.
Most of the Pakistan Aeronautical Complex Mushshak were upgraded to the more powerful Super Mushshak with a Lycoming 260 hp engine.
Variants: Pakistan Aeronautical Complex MFI-395 Super Mushshak
Saab-Safari Engine: 1 x Avco Lycoming IO-360-A1B6, 149kW / 200 hp Max take-off weight: 1200 kg / 2646 lb Loaded weight: 646 kg / 1424 lb Wingspan: 8.85 m / 29 ft 0 in Length: 7.0 m / 22 ft 11 in Height: 2.6 m / 9 ft 6 in Wing area: 11.9 sq.m / 128.09 sq ft Max. speed: 235 km/h / 146 mph Cruising speed: 208 km/h (129 mph) Landing speed: 90 km/h (56 mph) Range: 1050 km (650 miles) Ceiling: 4100 m / 13450 ft
Pakistan Aeronautical Complex MFI-17 Mushshak Engine: Textron Lycoming AEIO-360A1B6, 149kW Propeller: two bladed constant speed hartzell Climb rate: 5.2m/s Maximum speed: 238km/h Cruise speed: 210km/h Stall speed: 100km/h Range: 800km Service ceiling: 4,100m Endurance: 5 hr 10 min
All Aero 