The S.8 was a reconnaissance and anti-submarine two-seat biplane flying-boat of 1917, powered by a 126kW Isotta-Fraschini I.F.V-4B or 89kW Colombo F-150 engine mounted in pusher configuration. A total of 172 was produced for the Italian Navy.
Max take-off weight: 1375 kg / 3031 lb Empty weight: 900 kg / 1984 lb Wingspan: 12.77 m / 42 ft 11 in Length: 9.84 m / 32 ft 3 in Height: 3.3 m / 11 ft 10 in Wing area: 46 sq.m / 495.14 sq ft Max. speed: 144 km/h / 89 mph Ceiling: 6000 m / 19700 ft Range: 700 km / 435 miles Armament: 1 x 7.7mm machine-gun, 120kg of bombs
The twin-engine Sarò Lerwick was intended to meet a medium-range maritime reconnaissance requirement, Specification R. 1/36. First flown before the end of Ì938, the prototype featured twin fins and. rudders but from the outset was found to be lacking m lateral stability, and displayed a determination to roll and yaw in cruising flight, making the aircraft impossible to fly ‘hands off”. In due course a single fin and rudder was fitted, but not until this was considerably enlarged was there any improvement in the handling.
Starting with the seventh production example, wing incidence was increased and enlarged propellers fitted to the Hercules II radials, but the propellers were found unsuitable for operating on rough water. Stalling tests showed the Lerwick to have vicious traits, the stall under alighting conditions being accompanied by sharp wing-drop.
Twenty one examples were produced and the Lerwick was first delivered for service with No, 209 Squadron in December 1939 at Oban, but after the type had flown a small number of semi-operational patrols it was decided to abandon further efforts to rectify its problems. The last eight aircraft were powered by Hercules IVs and the final example was completed in November 1940. One aircraft was flown by No, 240 Squadron but was lost on 20 February of that year, and some flew with No. 4 Operational Training Unit at Invergordon.
Saunders Roe S 36 Lerwick Engines: 2 x Bristol Hercules II, 1356 hp Length: 63.615 ft / 19.39 m Height: 20.013 ft / 6.1 m Wingspan: 80.84 ft / 24.64 m Wing area: 844.974 sq.ft / 78.5 sq.m Max take off weight: 33205.1 lb / 15059.0 kg Max. speed: 188 kts / 348 km/h Cruising speed: 144 kts / 267 km/h Service ceiling: 13993 ft / 4265 m Wing loading: 39.36 lb/sq.ft / 192.0 kg/sq.m Crew: 6 Armament: 7x cal.303 MG (7,7mm), 907kg Bombs
The Salmson Cricri (“Cricket”) was a French light aircraft designed by Paul Deville. Salmson launched work on this new aircraft in 1935, intended primarily for the military for intermediate and advanced training missions.
It was a conventional, parasol-wing monoplane with fixed tailskid undercarriage and seating in tandem open cockpits for the pilot and passenger. The negative dihedral wing had the distinction of having a very small forward sweep. A very large tail had been installed. Built mainly in canvas wood but also with metal inserts, it was powered by a Salmson 9Adr engine of 60hp driving a three-blade metal and wood propeller. A relatively high, relatively wide gauge fixed landing gear had been installed on the aircraft. The pilot and his passenger took place in two tandem open cockpits, separated from each other.
Officially designated D.6 by the manufacturer, it received the name of Cricri. Its first flight took place on April 14, 1936. Immediately thirty planes were acquired by the Air Force.
Shortly after receipt of the first of these aircraft, the Navy ordered two fairly similar aircraft for the intermediate training of combat aircraft pilots. These two aircraft received the official designation of D.6-3.
In September 1936, the Air Ministry placed an order for a hundred aircraft under the so-called Popular Aviation program which aimed to promote tourist aviation for the greatest number. These planes were therefore sent to schools and flying clubs across the country.
When World War II broke out in September 1939, production of the Cricri was still underway and several copies were urgently ordered for Air Force schools. But several dozen of them were camouflaged and received tactical codes from combat aircraft. Although generally disarmed, some machines carried in the rear position a mobile Darne 7.5mm machine gun for its own defense. They were widely used for the observation of the battlefield, border surveillance in particular along the Maginot line, or even the direction of ground artillery fire. At least half of the French military D.6s were used for missions other than training.
The majority of Cricri were used during all the French part of the war, and when in 1940 the Franco-German armistice was signed several planes joined the ranks of the German aviation for various secondary missions like the towing of gliders or transport and light postal flights.
345 were built.
Following the war, CFA attempted to revive the design as the Cricri Major. This differed from its predecessor mainly in having a more powerful engine and an enclosed cabin.
Variants:
D6 Cricri Engine: 1 × Salmson 9 ADr, 45 kW (60 hp) Wingspan: 9.66 m (31 ft 8 in) Wing area: 16.0 m2 (172 ft2) Length: 6.89 m (22 ft 7 in) Height: 2.18 m (7 ft 2 in) Empty weight: 287 kg (633 lb) Gross weight: 575 kg (1,268 lb) Maximum speed: 150 km/h (94 mph) Range: 500 km (310 miles) Service ceiling: 2,450 m (8,040 ft) Crew: One pilot Capacity: 1 passenger 329 built
D63 Cricri dedicated flight trainer version 2 built
The Salmson 2 (given the military designation Salmson 2 A2) developed from a requirement to replace the Sopwith 1½ Strutter and Dorand A.R. reconnaissance aircraft in the A2 (tactical reconnaissance) role to a 1916 requirement. Salmson had built the 1½ Strutter under license, and the Salmson 2, while an original design, owed more to the Sopwith than to the earlier Salmson-Moineau. The aircraft was of conventional construction with a two-bay biplane configuration, powered by the company’s own Salmson 9Z water-cooled radial engine of 230 bhp. Some minor control problems were quickly resolved in early testing, but the main defect of the Salmson 2 was that the pilot and gunner were seated rather far apart, making communication difficult.
Tested early 1917, with a Salmson (Canton-Unne) engine, production was ordered after trials on 29 April 1917, and deliveries were underway by October of that year. Around 3,200 Salmson 2s were built in France, 2,200 by Salmson and the remainder by the Latécoère, Hanriot, and Desfontaines, companies. Some of these were Salmson 2 D.2 dual control advanced training aircraft.
Along with the Breguet 14, it was the main reconnaissance aircraft in use with the French army and the American Expeditionary Force’s aviation units in 1918. At the end of the First World War, one-third of French reconnaissance aircraft were Salmson 2s.
In addition to its service with the French army, the Salmson 2 served during the First World War with United States air units. Some 700 were purchased, and were generally successful.
Post-war, Salmson 2s were purchased by Czechoslovakia, and remained in service until 1924. Others were transferred to Poland, but were withdrawn by 1920, and replaced by Bristol F.2Bs. Japan undertook license production as the “Army Type Otsu 1”, also known as the Kawasaki-Salmson. The number of aircraft built in Japan is unclear: 300 were built by Kawasaki, and the same quantity by the Imperial Japanese Army’s Tokorozawa supply depot, although the total number of aircraft produced may have been as high as 1,000.
Variants: Salmson 4 An enlarged version fitted with light armour, designed to meet the Ab 2 ground attack role. Limited production in 1918, but cancelled at the end of the war.
Salmson 5 Modified Salmson 2 for A2 role, no production.
Salmson 7 Modified Salmson 2 for A2 role. The main change was that the pilot and gunner were seated back-to-back in a single cockpit. Production was planned on a very large scale, but the end of the war resulted in cancellation of the contract.
Salmson Limousine Also known as Salmson 2 Berline. After the First World War, a number of ex-military Salmson 2s were converted into civilian passenger aircraft.
Military operators France United States – American Expeditionary Force Belgian Air Force – One aircraft only. Czechoslovakia Imperial Japanese Army Peruvian Air Force – One aircraft only. Polish Air Force Spain – One aircraft only. Soviet Air Force
Specifications Engine: 1 × Salmson 9Za radial piston engine, 172 kW (230 hp) Length: 8.5 m (27 ft 10½ in) Wingspan: 11.75 m (38 ft 6½ in) Height: 2.9 m (9 ft 6 in) Wing area: 37.27 sq.m (401 sq.ft) Empty weight: 780 kg (1,716 lb) Loaded weight: 1,290 kg (2,838 lb) Maximum speed: 188 km/h (101 knots, 116 mph) at sea level Range: 500 km (270 nm, 310 mi) Service ceiling: 6,250 m (20,500 ft) Time to altitude: 2,000 m (6,562 ft) in 7 minutes 13 seconds Armament: 1 × forward synchronized 0.303 in Vickers machine gun, 2 × rear, ring-mounted 0.303 in Lewis Guns Crew: Two, pilot and gunner
In late 1915 Salmson turned to airplane construction. The Salmson company’s first entry into aircraft design came with the 1916 Salmson-Moineau S.M. 1. The S.M.1 A3 (later re-designated Salmson Sal. 1 A3) was developed by René Moineau for the Salmson company from 1915 to meet the French military A3 specification, which called for a three-seat long range reconnaissance aircraft with strong defensive armament. The S.M.1 was unconventional, powered by a single Salmson 9A liquid-cooled radial engine mounted in the fuselage powering two airscrews mounted between the wings with a system of gears and drive shafts. This layout was chosen by Moineau to minimise drag. The twin airscrew layout allowed a wide field of fire for the two gunner-observers, one seated in the nose and one behind the pilot. Both gunners operated ring-mounted flexible 37 mm APX cannon built by Arsenal Puteaux. The airframe itself was relatively conventional, the boxy fuselage mounted on a system of struts between the wings. The undercarriage included a nose wheel, intended solely to prevent the aircraft nosing over, and a tail skid.
One aircraft may have been fitted experimentally with a Salmson (Canton-Unne) P.9 engine. A single S.M.2 S2 aircraft, with an additional Salmson 9A engine in the nose driving a conventional tractor airscrew, was tested with poor results, due to inadequate engine cooling, in 1918.
The aircraft was tested in early 1916 and was sufficiently successful to receive an order for 100 aircraft although the performance was inferior to the Sopwith 1½ Strutter. In service the S.M.1 was not successful. The nose-wheel undercarriage would collapse if misused and this caused many accidents. The complicated transmission system was difficult to service in the field and the performance of the aircraft was poor. It appears that around 155 S.M.1s were built in total. The type was largely withdrawn from service in 1917 but a small number of aircraft remained in use until late 1918. Some S.M.1s were supplied to the Imperial Russian Air Service, but they were no better liked in Russia.
S.M.1 A3 The production 3-seat reconnaissance aircraft, powered by a single Salmson 9A2c radial engine laterally mounted in the fuselage driving two propellers via shafts and gearboxes.
S.M.2 S2 An enlarged S.M.1, for the S2 2-seater ground attack role, with extended upper wings with additional bracing, reinforced undercarriage and a second Salmson 9A2c in the nose driving a 2-bladed tractor propeller directly.
Specifications: S.M.1 A3 Engine: 1 × Salmson 9A2c, 180 kW (240 hp) Propellers: 2-bladed fixed pitch propellers, one each side driven by shafts via gearboxes Wingspan: 17.475 m (57 ft 4 in) Wing area: 70 m2 (750 sq ft) Length: 10 m (32 ft 10 in) Height: 3.8 m (12 ft 6 in) Gross weight: 2,050 kg (4,519 lb) Crew: 3 Endurance: 3 hours
Developed by Saab as a private venture, to add to its product line a lightweight turbojet-powered aircraft able to fulfil a number of civil and military roles, the Saab-105 entered the design stage in 1959. SAAB launched the Saab-105-project in April 1960. This shoulder-wing aircraft was originally engined by two French Turbomeca Aubisque turbofans. The project was company-funded and conducted by a design team under Ragnar Haerdmark.
On 16 December 1961, the Swedish government awarded SAAB a contract for a prototype of the SAAB 105 side-by-side two-seater and signed a letter of intent for at least a hundred production machines. In 1962, the Flygvapnet ordered 150 SAAB 105, designated Sk 60 (was to be Sk 55, but SAAB asked for number 60).
A cantilever-shoulder-wing monoplane with marked wing anhedral and high T-tail, it has retractable tricycle landing gear, is powered by two turbofans nacelle-mounted one on each side of the fuselage, and has an enclosed cockpit that accommodates two side-by-side on ejection seats. Alternative seating for four can be provided on fixed seats.
The initial test flight was delayed to find an appropriate engine, eventually found in the 745kg thrust Turbomeca Aubisque. The first SAAB 105 prototype, registered SE-501, was flown on 29 June 1963. A second prototype, SE-502, flew on 17 June 1964.
Following extensive testing of the prototypes the Flygvapen placed an initial order in early 1964 for 130 production aircraft, a figure that was amended later to 150. The first of them was the Sk 60A trainer/liaison aircraft, flown initially on 27 August 1965 with deliveries for optional deployment in an attack role. The first Sk 60A, Swedish Air Force 60001, was delivered to the F 5 at Ljungbyhed in 1966. By 1969, 149 Saab Sk 60A, were delivered to the Swedish Air Force and placed in service.
Next to the SAAB 105 for the Swedish Air Force, SAAB worked on a military export model, the SAAB 105XT, with “XT” standing for “Export Tropic”. This variant had more powerful General Electric J85-GE-17B turbojets and an improved wing structure. The second SAAB 105 prototype was modified and was flown first as Saab 105XT on 29 April 1967. It was registered SE-XBZ for use as a flying demonstrator. Austria ordered 40 SAAB 105XT machines with the designation of SAAB 105OE (“OE” for “Oesterreich”). Deliveries started in 1970 and the order was completed in 1972. The Saab 105OE is used in Austrian service for reconnaissance, support and air defence tasks.
The Saab 105 delivered to the Swedish Air Force as Sk 60A was an unarmed trainer. Starting in 1970, 46 Sk 60As were converted into Sk 60B standard, with three hardpoints beneath each wing enabling them to operate as a light ground attack aircraft.
Another 28 Sk 60A aircraft were modified to Sk 60C. The Sk 60C has a reconnaissance camera in the nose. The nose is longer and angular compared with the other versions of the aircraft. The Sk 60C prototype was the only new-build Sk 60C, when delivered to the Flygvapnet, making it the 150th and last new-build Sk 60 for the Swedish Air Force service.
In the mid-1970s, ten Sk 60A planes were configured as transports and given the designation of Sk 60D. A further development is the Sk 60E, which is equipped commercial-type instruments, including an instrument landing system. This variant has four seats, and consequently no rocket chairs. The Sk 60D and Sk 60E variants were also used for training of civil pilots. The Sk 60 has now gone trough a modernisation programme. The most important alteration was replacement of the Turbomeccas by the stronger William Rolls FJ 44 turbofans. The first Williams-powered Sk 60(W) was flown in August 1995. A total of about 115 conversions of Sk 60A, Sk 60B, and Sk 60C machines were performed in the late 1990s. In addition to its primary duty as a trainer, the Sk 60 is used as target aircraft, weather flying and liaison aircraft. A new variant, the Sk 60M, was developed to replace the Mitsubishi MU-2 target aircraft / target tug of Nyge Aero.
Surviving Swedish air force Sk 60s, of which there are four squadrons, have undergone a life extension programme at Saab.
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 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
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