In the 1960s, a tailless double delta wing
aircraft was more of an unproven technology than an audacious undertaking. But although
the design lacked historical knowledge, the ambitious Swedish engineers at
Saab pursued it with determination. Unsurprisingly, when the J 35 model was finalized,
the airframe encountered numerous problems during its initial service life. Due to its unstable
nature, the double delta configuration made it difficult to land, requiring manual
stabilization during such attempts. Little did the Swedish know that the
challenge would provide a one-of-a-kind opportunity to discover a maneuver not
yet known to any other nation - the Cobra. As the test pilots entered an uncontrollable
stall at high alpha, they unexpectedly learned how to control it by quickly negating the
angle of attack to counter the suspension. The maneuver turned the airframe into its own
air brake, reducing its speed instantaneously. Out of nowhere, the Saab 35
became an indisputable icon… A Bold Idea After World War 2, the development of jet
fighter technology advanced significantly, and Sweden would not stay behind. The country
foresaw the need for a supersonic fighter capable of intercepting bombers at high altitudes
while also being able to engage others. In the fall of 1949, the Swedish Air Force,
through the Defense Materiel Administration, announced a freshly formulated set of
requirements for a leading-edge interceptor. Notably, the aircraft was required to
attack hostile bombers in the transonic speed range. As such, the original requirement
specified a top speed of no less than Mach 1.4. In 1956, the top speed requirement
was revised to Mach 1.7, and three years later, it was raised to Mach 2.0. Additionally, the cockpit was required
to accommodate a single pilot and enable combat operations in all weather
conditions, both day and night. Moreover, it was required to operate
out of austere airstrips while loaded with all the necessary equipment to
neutralize modern jet bomber aircraft. Furthermore, the aircraft had to
be simple enough for conscripts with minimal training to refuel and
rearm the aircraft within ten minutes. Unlike the contemporary US
Air Force F-104 Starfighters, which were conceived at the same time,
the Nordic creation had to fulfill a role unique to Sweden: operating
from reinforced public roads. During the Cold War, the Swedish Defense
developed a system to use public roads as part of wartime airbases to protect against potential
nuclear threats. And SAAB was up to the task. Nordic Dragon Meeting all the criteria for the advanced
interceptor aircraft was a challenging task for the engineers and designers.
As preliminary studies revealed, the use of a delta wing configuration
could address most of the critical issues. The delta wing, with its triangular shape, offered
several advantages over conventional wings, providing more internal volume for fuel
storage and often being structurally robust. However, they tended to experience higher drag, and the unconventional aircraft
called for an unconventional proposal. Nevertheless, to achieve the most
optimized aerodynamics, the forward fuselage had to be extended, which resulted in
an excessively heavy aircraft. Consequently, the innovative designers opted for a unique, or
rather, radical approach: a double delta wing. As promising as the double delta wing
seemed, the configuration was completely untested. And in an era before the advent of
computer-aided testing and flight simulation, the engineers faced a slow
and laborious undertaking. The optimum solution demanded extensive wind
tunnel testing to explore the configuration's uncertain behavior. Although mockups
were useful for proof-of-concept, only live flight tests could
provide valuable insights. As a result, the entire staff of more than
500 technicians led by aviation engineer Erik Bratt built a small but flyable
test aircraft, the subscale Saab 210. The Lilldraken, or Little Dragon, flew for the
first time over Stockholm in January of 1952, performing splendidly. The subsequent results
supported the order for three full-size prototypes, and three years later, the first
full-size Draken conducted its maiden flight. Super Stall With the exception of an afterburner, the first
prototype successfully completed its first flight. However, as Flight International recounted,
an unusually intensive flight test program was required to fully define the aircraft's
exceptional speed, range, and complex systems. On the other hand, the second
prototype, equipped with an afterburner, unintentionally broke the sound barrier
while climbing on its very first flight. The double delta configuration was not only
functional, but it also proved to be exceptional. Back in the 1960s, Swedish Saab pilots discovered
the Kort Parad, or Cobra Maneuver - a controlled “super stall” state. The technically challenging
display involved rapidly lifting the nose, causing the aircraft to fly forward perpendicular
to the ground. Then, facing the sky, the pilot would turn the airframe into an enormous airbrake
to slow down the vehicle as quickly as possible. While not directly applicable to combat
scenarios, the maneuver demonstrated the Saab 35's tremendous maneuverability. In
fact, the Saab 35 was twice as capable as other single-engine jets of its era, making it
possible to dispense with a tailplane altogether. The result was a sleek but
straightforward profile. As distinctive as the double delta wing was,
however, the circular fuselage was almost indistinguishable from its surface, anticipating
what would be known as the “blended wing-body.” On the other hand, the inboard portion
of the wing was a large chord surface extending almost to the engine intakes. For high-speed performance, the leading edge
of the inner wing had an 80-degree sweep, while the outer wing was angled
at 60 degrees for lower speeds. Overall, the double delta
proved to be extremely capable. Most Satisfactory Deliveries of Draken’s first
iteration began in late 1959. As reported by Flight International, the
introduction of the J 35A to service was not only smooth, but the scramble and turn-round
times were actually: (QUOTE) “Most satisfactory.” The first Swedish Air Force wing
to receive the type was F13, stationed at Norrköping, but by the end of 1960, multiple wings were already equipped with the
Draken and had achieved operational status. Although the J-35 Draken was primarily
designed as a high-altitude interceptor and not a dogfighter, it proved to
be more than capable in both roles, with good quick-turn capability
and high speed at all altitudes. Early models were intended solely for air
defense, but an improved one was later developed - the J 35B. This model featured
an enhanced powerplant -the license-built Rolls-Royce Avon 200/300 engine or Svenska
Flygmotor RM6B/C-, an enlarged afterburner, and a redesigned rear fuselage. It also had a
new Saab-built S-7 collision-course gunsight and fire-control radar, as well as integration
with the air defense control network STRIL 60. No less than 651 Dragons were manufactured, with
the Swedish fleet incorporating six different versions. Eventually, two additional models
were offered for export, primarily to Denmark and Finland. Those variants were equipped with
a Ferranti-built Airpass II fire-control radar, which was effective in acquiring various
air-to-air or air-to-surface targets. Moreover, the ground-mapping mode would work
in conjunction with the navigation systems. Notably, the Saab 35 was just as successful
outside of Sweden as it was inside it. The United States would employ a dozen formerly
Danish Dragons as trainers, and Austria purchased several dozen specially refurbished J 35Ds,
equipping them with internal cannons instead of air-to-air missiles, as the Austrian State
Treaty restricted the use of such missiles. Not Too Bad For the most part, the cockpit of the Draken
featured Swedish-sourced instrumentation, with newer models introducing several advancements
such as a revised canopy and more modern avionics, including a three-axis autopilot. A typical
layout included two separate radio units, a high-speed datalink, and two
navigation systems. However, as the stick lacked a natural feedback system,
a q-feel system generated artificial forces. The fuselage consisted of a front
and rear section bolted together. The forward section, integrated with the intake
ducts and wing, accommodated the fire-control radar, cockpit, nose undercarriage,
integral fuel tanks, and other systems. Likewise, the rear portion, manufactured as a
single piece with the inner wing, contained the powerplant and afterburner, bag-type fuel tanks,
main landing gear, drogue parachute, and armament. The Draken’s main armament was carried externally,
with up to four AIM-9 Sidewinder air-to-air missiles hung on hard points beneath the wings and
fuselage. Alternative payloads included a variety of bombs and rockets and also provisions for
installing a pair of 30-millimeter cannons housed within each inboard wing panel, or additional
fuel tanks could take up the same space. In a reconnaissance mode, the J 35 could instead be fitted with various camera
pods underneath the fuselage. Over the years, the design saw several
upgrades, with the last being the J 35J produced during the late 1980s. However,
the Draken had already been replaced by the Saab 37 Viggen at that point, and
it was irremediably phased out by 1999. The Draken left a remarkable legacy
with its double delta configuration, which became increasingly popular at Saab.
The aircraft remained in use in some capacity until the mid-2000s through a service life
extension program, ending its service life after roughly five decades - a long-lived
run for a supposedly experimental aircraft. Thank you for watching our video! We hope
you enjoyed learning about the remarkable Saab J 35 Draken. To keep up with our latest
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