Design work was started in winter 1944-45 and the first prototype. A three-seat cabin monoplane of cantilever low-wing configuration which had retractable tricycle landing gear and was powered by a 147-hp / 97kW de Havilland Gipsy Major 1C inline engine.
Saab flew on 20 November 1945 the prototype, with a top speed of 265 km/h (165 mph).
Successful testing led to the first production version, the Saab-91A, commenced in Spring 1946, which differed primarily by having the more powerful de Havilland Gipsy Major 10 engine. 48 aircraft were built between then and 1950. Ten of these were bought by the Swedish Air Force for liaison and light transport duties.
The SAAB 91B, which appeared in 1951, differed primarily in having a 190 hp Lycoming O-435-A engine. This model was ordered by the Swedish Air Force and was largely built by “de Schelde” in Dordrecht, the Netherlands, as the SAAB factories were fully committed at that time. In the Spring 1952 the first SAAB Safir training aircraft for which De Schelde had received a large licensed production order, left the factory. The 91B had a top speed of 275 km/h (171 mph. This model (which was also used as a trainer from 1952 on) was followed by a 4-seater version designated the 91C. Safir production returned to Sweden in 1954 and the company announced the Model 91C which had been modified to include a fourth seat.
Swedish airforce interest in this aircraft as a primary trainer led to a prototype powered by a 142kW Avco Lycoming O-435-A flat-six engine, first flown on 18 January 1949. This was adopted by the Flygvapen as a standard trainer under the designation Sk 50, built by Saab with the same powerplant as the Saab-91B It could be equipped to carry guns, practice bombs or rockets, and served also with the air forces of Ethiopia and Norway; in a pure training sub-variant this version was also adopted by a number of European airlines.
The Saab-91C, first flown in September 1949 having four-seat accommodation. The final production version was the Saab-91D, which introduced a number of improvements, including a new Avco Lycoming O-360-A1A engine, disc brakes and other advanced equipment that offered weight saving.
In 1957, the SAAB 91D with the smaller 180 hp Lycoming O-360-A1A four-cylinder air-cooled engine, joined the 91C at the production line.
A total of 323 Safirs were built, 120 under licence by de Schelde in Dordrecht, the Netherlands, and examples had been sold to operators in 21 countries and 6 air forces.
91A Engine: 1 x De Havilland Gipsy Major 10,147 hp Span: 10.6 m (34’9.25”) Length: 7.80 m (25’10.25”) Take-off weight: 1075 kg (2370 lb) Maximum speed, km/h (mph): 265 kph (165 mph) Cruising speed: 248 kph (154 mph) Landing speed: 85 kph (53 mph) Range: 960 km (597 miles) Max. altitude: 4600 m (15090 ft)
91B Engine: 1 x Lycoming O-435A, 190 hp Span: 10.6 m (34’9.25”) Length: 7.95 m (26’l’) Take-off weight: 1215 kg (2472 lb) Maximum speed: 275 kph (171 mph) Cruising speed: 240 kph (149 mph) Landing speed: 90 kph (56 mph) Range: 1075 km (668 miles) Max. altitude: 6200m (20340 ft)
91C Engine: 1 x Lycoming O-435A, 190 hp Span: 10.6 m (34’9.25”) Length: 7.95m (26’l’) Take-off weight: 1215 kg (2472 lb) Maximum speed: 275 kph (171 mph) Cruising speed: 240 kph (149 mph) Landing speed: 90 kph (56 mph) Range: 1075 km (668 miles) Max. altitude: 6200 m (20340 ft)
91D Engine: 1 x Lycoming O-360-A1A, 180 hp / 134kW Span: 34 ft 9 in (10.6 m) Length: 26 ft 4 in (8.03 m) Wing area, 146.3 sq.ft (13.6 sq.m) Height: 2.2 m / 7 ft 3 in Empty wt: 1,570 lb (710 kg) Take-off weight: 1205 kg (2657 lb) Maximum speed: 165 mph (265 kph) Cruising speed: 235 kph (146 mph) Initial climb: 800 fpm (4.06 m/sec) Landing speed: 90 kph (56 mph) Range: 660 mls (1060 km) Max. altitude: 6100 m (20010 ft) Service ceiling: 16,400 ft (5000 m)
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)
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.
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
Svenska Aero AB Svenska Järnvägsverkstäderna (ASJA) Svenska Aeroplan Aktiebogalet (SAAB)
Svenska Aero, as a subsidiary of Heinkel, was taken over by AB Svenska Järnvägsverkstäderna (ASJA) in 1932.
The Bofors Company at Trollhattan formed in 1937 Svenska Aeroplan Aktiebogalet (SAAB). Following its merger in 1939 with the AB Svenska Jarnvagsverkstadernas Aeroplanavdelning (AJSA). In 1939 amalgamated with Aircraft Division of Svenska Jarnvagsverkstaderna and moved main establishment to Linkoping. From 1950 acquired other important facilities, including underground factory at Linkoping.
Built 82 Tiger Moth, 43 Hawker Hart, 11 NA-16-4M, FW-44, and Northrop 8A-5 under licence.
In 1945, in the hope of a lasting peace, the Company decided to scale down its production of military aircraft and to develop its civilian operations – a change in policy signified by the ap¬pearance of the Saab 90 Scandia airliner and the Saab 92 car.
Name changed to Saab Aktiebolag May 1965; Malmo Flygindustri became a subsidiary in 1967; in 1968 merged with Scania-Vabis group to became Saab-Scania. Current name Saab Group, comprising five main divisions: Saab AB, Saab Dynamics AB for guided weapons and electronics, Saab Training Systems AB, Saab Aircraft AB for marketing and supporting commercial aircraft, and Saab Combitech AB. Saab AB parent division established January 1997 to combine activities of previous Saab Military Aircraft, Saab Aircraft and Saab Service Partner, and develops and manufactures military and commercial aircraft within business units known as Gripen, General Military Aircraft, Future Products and Technology, Operations Commercial Aircraft, and Collaborative Programs.
First airplanes were license-built Junkers Ju 86K twin-engined bombers, Northrop-Douglas dive-bombers (Douglas 8A-1, similar to the US Army Air Corps’ A-17) and North American NA-16 trainers. First own-design production aircraft was Saab 17 dive-bomber of 1940, used widely and 60 delivered to Ethiopia from 1947. Saab 18 was twin-engined bomber of 1942, some late examples of which had ejection seats. Saab 21A of 1943 was piston-engined single-seat fighter, and 21-R was jet development of the same aircraft. Saab 29 was the so-called “flying barrel” swept-wing jet fighter, in production until 1956, while Saab 32 Lansen of 1952 was swept-wing fighter/attack/reconnaissance two-seater. Saab 35 Draken “double-delta” fighter appeared in 1955, and a squadron remained active as interceptors until 1999. Saab 105 of 1963, a twin-jet light side-by-side two-seater armed multipurpose aircraft, still in use as a trainer in 1999; Swedish Air Force aircraft have just undergone an upgrade with new engines and thus redesignated Sk 60W. Saab 37 Viggen multirole combat aircraft, first flown February 1967, has foreplane and delta wings, and with its STOL capability remains a very potent weapon system. Produced for service between 1971 and 1990, it has been continuously upgraded; redelivered in latest upgraded form 1998 for continued service in JA 37 interceptor and AJS 37 attack/interceptor/maritime-reconnaissance variants. Latest combat aircraft is Saab AB Gripen JAS 39 Gripen, first flown December 1988 and taken into Swedish Air Force service from 1996. Grippen is the world’s first combat aircraft of the new-generation type and the first to combine the roles of interceptor, attack, and reconnaissance in a single aircraft (all as primary roles) by the adoption of push-button control to select the required function in the computer programs of the totally integrated avionics suite.
Civil types have included Saab 90 Scandia twin-engined 32-passenger transport (first flown November 1946); Saab 91 Safir all-metal 3/4-seater (first flown November 1945); two/three-seat high-wing Safari (first flown in July 1969) and its military Supporter development (first flown 1972). In production until 1999 has been the Saab 340 turboprop regional transport (first flown January 1983, and finally produced in 340B and BPIus variants with accommodation for up to 37 passengers) and the Saab 2000 50/58-seat turboprop regional airliner (first flown March 1992). Saab has also developed an airborne early warning and control variant of the 340B airliner as the S100B Argus (first flight of AEW&C prototype with overfuselage radar July 1994), plus a search-and-rescue variant for the Japanese Maritime Safety Agency as the SAR-200 (delivered 1997).
The ST-100 Cloudster tandem two-seater motor glider is believed to be the first American type in this category to be designed for production, and was created by the Ryson Aviation Corporation. A Pazmany designed self launching sailplane called the Cloudster, in mem¬ory of the original flagship of Ryan Airlines. The work Pazmany did designing the Cloudster’s landing gear led him to write the book “Landing Gear Design For Light Aircraft”.
Design work started on 18 March 1974 as a cantilever low-wing monoplane of all-metal construction, with a T-tail, a fixed spatted undercarriage and a conventional engine installation with a Continental O-200, and of all-metal construction. The wings are all-metal safe-life structures, with some fail-safe features, and have a single main spar located at the 40% chord line, the point of maximum thickness, and an auxiliary spar at 80% chord; dihedral is 4°. Both ailerons and trailing edge flaps are of aluminium with a foam core, the flaps being electrically-operated and can be lowered to 72° when used as air brakes; the ailerons, like the flaps, can be raised 12° and they can be drooped 8° in conjunction with the flaps. After that, the flaps continue down to any desired position. No spoilers or trim tabs are fitted, and the wings can be folded back alongside the fuselage, leading edges down, for hangarage or transportation. The fuselage is a semi-monocoque structure with extruded aluminium longerons, and sheet metal frames, bulkheads and skinning. The pilots sit in tandem under a one-piece Plexiglas canopy that opens sideways to starboard; there is baggage space aft of the rear seat, and the rear occupant has flight controls but not an instrument panel, as he can see the instruments over the front pilot’s shoulders. Both seats are designed to accommodate parachutes, and the cockpit is heated and ventilated. The cantilever T-tail has a sweptback fin and rudder, a fixed-incidence tailplane and a one-piece balanced elevator. The rudder and elevator are aluminium-covered, with sheet metal and foam ribs, and the elevator tips can be removed when the aircraft is being transported; the elevator has an anti-servo and trim tab. A conventional fixed tailwheel landing gear is featured, with streamlined glassfibre fairings on the main gear legs, main wheels and tailwheel, which is steerable. The main wheels have Cleveland hydraulic disc brakes and Ryson oleo-pneumatic shock absorbers. Powerplant is a 100hp Continental 0-200-A ‘flat four’ engine driving a two-blade three-position Hoffman HO-V-62 feathering propeller with composite blades. There are two integral fuel tanks in the wing centre section leading edges with a total capacity of 32 US gallons (26.6 Imp gallons.)
Construction of the prototype, registered N2RY, began on 11 July 1974; it made its first flight on 21 December 1976 in the hands of test pilot Ray Cote.
The ST-100 is designed to be aerobatic and to meet the FAR Part 23 gust load requirements. It can also be used as an aero-tow aircraft for unpowered sailplanes. It has towed a Schweizer SGS 1-26 single-seater to 13,000ft with an initial climb rate of 450ft/min and, with two people aboard, it has also towed a Schweizer SGS 2-33 with two occupants at an initial rate of climb of about 400ft/min.
In the summer of 1977 Ray Cote made a notable economy-record flight in the ST-100 from El Mirage, California, to the EAA display at Oshkosh, Wisconsin, covering the 1,676 miles on 28 of the 32 available US gallons of fuel in 18 hours of soaring flight and 13 hours of powered flight. This was followed by a 4,300 mile flight around the perimeter of the United States. Only 20-percent power is required to keep the Cloudster in level flight. As a touring airplane, it cruises at 135 mph (75-percent power) using just 6 gph to yield a range of 690 miles. At lower power settings, the range can be greatly increased.
Production of the ST-100 by a licensee was planned when FAA type certification was awarded.
Engine: Continental O-200, 74.5 kW / 100 hp Span: 57 ft 8 in / 17.58 m Length: 25 ft 6.5 in / 7.78 m Height: 5 ft 10 in / 1.78 m Wingarea: 213.0 sq.ft / 19.79 sq.m Aspect ratio: 15.61 Airfoil: Wortmann FX 67-170/17 Empty weight: 1,212 lb / 550 kg Max weight: 1,650 lb / 748 kg Water ballast: None Max wing loading 7.74 lb/sq ft / 37.8 kg/sq.m Max speed at sea level: 150 mph / 130 kt / 241 km/h Max cruising speed: 135 mph Stalling speed 69 km/h / 37 kt Min sinking speed: 2.93 ft/sec / 0.89 m/sec Best glide ratio: 28:1 T-O run: 570ft / 174m Take-off run to 50ft: 950 ft Max rate of climb at S/L: 895 fpm / 273 m/min Range 595 nm / 1,103 km Range with max fuel: 900 miles
Ryson Aviation Corporation was founded by T. Claude Ryan, who until 1969 was chariman and chief executive of the Ryan Aeronautical Co; his son Jerome D Ryan was Executive Vice-President of Ryson and Mr Ladislao Pazmany was Chief Engineer.
All Aero 