Shortly before Christmas in 2005, the Mighty Saab 37 Viggen was withdrawn from the Swedish Air Force Operational Service. With the retirement of the Viggen, the aviation has lost a remarkable aircraft. The Viggen has always been a distinctive and charismatic aircraft which is truly fascinating to watch an action. It was big, it was powerful, it had capabilities like few other jets. It was a perfect cocktail of beauty and potency. Viggen is the definite form of the Swedish word vigg, which also has two meanings according to Saab. The aircraft's name alluded to both. The first meaning refers to åskvigg, or Thunderbolt, inspired by the lightning strikes of the Norse God Thor when he hunted giants with his warhammer mule near. Vigg is also the Swedish name for the tufted duck, a small diving duck common in Sweden. In this sense, it serves as a reference to the aircraft's canard configuration, as canard is French for duck. Preliminary design studies on what was eventually to become the Viggen were initiated by Saab, Swedish Airplane Corporation back in the early 1950s. Between 1952 and 1957, initial studies were conducted by the Finnish aircraft designer Aarne Lakomaa, laying the foundation for what would later become the Viggen. These studies encompassed more than 100 different concepts exploring various configurations such as single and twin engines, traditional and double delta wings, as well as canard wings. Even vertical takeoff and landing or VTOL designs were considered incorporating separate lift engines but were ultimately deemed unsuitable. From the very beginning, the Viggen was conceived as an integrated weapon system intended to work in tandem with Sweden's latest version of the National Electronic Air defense system known as STRIL-60. It was envisioned as the nation's standardized platform capable of efficiently adapting to fulfill all tactical mission rules. Key requirements included supersonic capability at low altitude, reaching Mach 2 performance at high altitudes, and the ability to execute short landings at low angles of attack to minimize damage to improvised runways. Furthermore, the aircraft was designed with ease of repair and maintenance in mind, ensuring that even personnel with limited training could effectively service it. One notable and unconventional demand for the proposed aircraft was the ability to operate from short runways measuring only 500 meters in length. That requirement stemmed from the Bas 60 Air Base system introduced by the Swedish Air Force in late 1950s. Bas 60 focused on dispersing aircraft across numerous air bases during wartime, including road runways acting as backup options. The capacity to utilize partially damaged runways also drove the need for short takeoff and landing capabilities. The Bas 60 later evolved into Bas 90 during the 1970s and 1980s, incorporating runways with a length of only 800 meters. Meeting these operational demands imposed several critical requirements on the design, including a modest landing speed, touchdown without bearing, powerful deceleration after landing, precise steering on icy surfaces and in crosswinds, as well as high acceleration during takeoff. The project moved forward in December 1961 when an official Swedish government decision was taken to develop Aircraft System 37 to meet the Swedish Air Force requirements for a new multi role fighter. To replace both the Saab 32 Lansen and the Saab 35 Draken in the surface attack, air defense and reconnaissance roles, the Saab 37 Viggen fielded a novel and extremely advanced aerodynamic configuration of a main delta wing combined with delta shaped foreplanes. According to aviation authors Bill Gunston and Peter Gilchrist, the project was by far the largest industrial development task ever attempted in Sweden. During the 1960s, the Viggen accounted for 10% of all of Swedish R&D funding. This unconventional design enabled the Viggen to meet the Swedish Air Force's requirements for speed of Mach 2 plus at high altitude and the ability to operate from 1640 feet runways. To keep the landing distance short, Saab developed a thrust reverser integrated with the rear fuselage, the only one of its kind on single engine aircraft. Originally, the British Rolls-Royce Medway engine had been selected to power the Viggen, which was then considered to be the ideal basis for a supersonic engine equipped with a fully modulated afterburner. However, development of the Medway engine was cancelled due to the intended launch aircraft, the de Haviland Trident, being downsized during the development. The Volvo Flygmotor RM8 afterburning turbofan, was chosen as a power plant for the Viggen. This was a heavily modified license billed version of the civil Pratt & Whitney JT8D engine used on airliners such as Douglas DC-9s and Boeing 727s. The first Viggen prototype serial 37-1 took to the air on the 8th of February 1967, flown by Saab Chief test pilot Erik Dahlström. He took off from Saab's airfield outside Linköping at 10:57 local time in beautiful Swedish winter. Conditions of frosty clear blue sky and white snow covered ground. After a 43 minute uneventful maiden flight, he landed 37-1 back at Linköping without any problems. Only Saab personnel and a handful of selected onlookers were present. Dahlström was instructed to not fly supersonic on the first flight, and he did not. After landing, Erik Dahlström commented that the Viggen was very easy to fly both during takeoff and landing as well as during the maneuvers which were tested, and said that it was easy to fly as a light sports plane. During the development of various Viggen variants over a total of 8 prototypes were built, designated Saab 37, and serialized 37-1 to 37-8. Actually 37-0 has also existed, but it was a full scale mock up made of wood. The Saab 37 project was the biggest industrial project in Sweden so far. Designed from the outset as a multi role combat aircraft, a total of 337 Viggen airframes were eventually constructed by Saab in different versions designed to perform fighter attack, reconnaissance and trainer missions. Viggen type designations reflect their operational roles as follows: AJ for surface attack with secondary air defense role SK for skull training. SH for reconnaissance, sea surveillance. SF for photo reconnaissance, and JA for air defense with secondary surface attack roll. Most new aircraft types invariably suffer from teething troubles, and Viggen had more than its fair share during 1969 to 1971. Intensive flight testing on the Viggen's novel aerodynamic configuration revealed stability problems when using the thrust reverser during landing-roll. Two early Viggens were lost in similar circumstances. And they rolled off the runway and caught fire during thrust reversion. The problem was solved by modifying the thrust reverser and nose wheel steering mechanism. And since the thrust reversion had been an efficient and safe method to stop the Viggen even on very slippery runways. During 1974 to 1975, three AJ-37 crashed due to serious wing collapse, while on operational Swedish Air Force missions, all Viggen flying was stopped for six months. During which extensive investigations made it clear that the main wing spar was not strong enough to withstand the high performance of the Viggen. Consequently, a reinforced wingspar design was retrofitted to more than 20 aircraft already built as well as introduced on an all new build aircraft. The thickness of metal and reinforced wingspar was increased from 12 to 41 millimeters and also provided the Viggen airframe with an increase in maximum flying time from 2000 to 2800 hours. A total of five prototypes would be produced, four of which being modified AJ-37s and one being a sole production JA-37 model to test the control systems, engine, avionics and armaments respectively. In June 1974, the first of these prototypes conducted its maiden flight. Later that year, an initial order for 30 JA-37s was issued by the Swedish government. In November 1977, the production JA-37 Begin conducted its maiden Flight. Operational trials for the new variant were conducted between January and December 1979, which resulted in the type being introduced to operational service that year. According to Flight International, at the time of the JA-37's introduction, it was the most advanced European fighter than in service, with the performance requirements to a large extent dictating the choice of the engine. The airframe turned out to be quite bulky compared to the contemporary slimmer designs with turbojet engines. To withstand the stress of no flare landings, Saab made an extensive use of aluminum in the airframe of the Viggen which was constructed using a bonded metal honeycomb structure. The entire rear section of the fuselage, downstream of the engine nozzle formed a heat resistant ring composed of titanium. The main landing gear of the Viggen, manufactured by Motala Verkstad, was reinforced and featured two small wheels with anti skid brakes on each leg arranged in tandem. The design had to account for the large antiship missiles used on aircraft, which required a tall vertical stabilizer in undercarriage. To accommodate this, the undercarriage legs shortened during retraction, allowing them to be stowed outside the wing route. The vertical stabilizer could also be folded, enabling storage and smaller hangers, parted aircraft shelters, and underground facilities. The Viggen has six fuel tanks in the fuselage and wings, providing approximately 5,000 liters of fuel. An additional 1500 liters could be carried in an external drop tank. Air for the engine was supplied through inlets located beside the cockpit, featuring simple fixed geometry design similar to the Draken but larger and protruding from the fuselage. In the early 1960s, Saab made the decision to design the Viggen as a single seat aircraft utilizing advanced avionics to replace the need for a human navigator. This included the use of digital computer called CK37 developed by Datasaab. Which was for the world's first airborne computer to employ integrated circuits, the CK37 served as the central unit for various electronic functions such as navigation, flight control and weapon aiming calculations. It proved to be more reliable than expected. In later variants of the Viggen, starting from the JA-37, a more powerful computer called the American CD107 was adopted. This computer manufactured under licensed by Saab introduced new computing techniques and concepts that extended beyond the Viggen's use. It also influenced the development of computers used on the Viggen's successor, the Saab JAS 39 Gripen. The Viggen was equipped with various electronic countermeasures including radar warning receiver systems, operational ECM pods and chaff or flare pods. Infrared warning receivers were added later. The electronic system's way to substantial 600 kilos, a significant amount for a single engine fighter of that time. The Viggen featured the Ericsson PS37X brand radar as its primary sensor, performing various functions such as telemetry search, track, terrain avoidance and cartography. On the JA-37 fighter interceptor model, it was replaced by the more advanced Ericsson PS46 radar. Offering all weather look down and shoot down capability beyond 50 kilometers and the ability to track two targets simultaneously, according to Ericsson it had a 50% chance of spotting low flying McDonnell Douglas F-4 Phantom IIs within a single scan and possessed a high level of resistance to interference from ECM. Saab and Honeywell collaborated to develop the JA-37s Automatic Digital flight Control system, which was claimed to be the first of its kind in a production aircraft. The aircraft utilized a Honeywell radar altimeter in the canard wings for low altitude flight and a Decca Type 72 Doppler Navigation radar. The landing accuracy was enhanced with the TILS system and the Viggen was integrated with the STRIL 60 National Defense System to enforce Sweden's airspace. Additionally, the JA-37 Viggen incorporated a Garrett AiResearch Digital Central Air Data computer adapted from the unit on the Grumman F-14 Tomcat. The fighter interceptor version of the Viggen, the JA-37, featured various avionics changes, including the extensive use of digital electronics alongside mechanical technology. In 1985, the fighter link went into service permitting encrypted data communication between 4 fighters. This enabled one fighter to paint an airborne enemy with guidance radar for the sky flash missiles of the other three fighters in a group while they had their search and guidance radar switched off. This system was operational 10 years before any other country's. The displays in the original cockpit were all of the traditional analog or mechanical type, with the exception of an electronics heads up display, which Saab has claimed makes the big and easier to fly, especially at low altitudes during air to ground strike missions Between 1989 and 1992, the AP12 display system was subject to a substantial upgrade. In 1999 a new LCD system derived from the Saab Jas 39 Gripen, which replaced the CRT based AP12 system. Again flight tests with the Swedish Air Force. The Begin had a maximum weapons load capacity of 7,000 kilos which could be distributed across nine hard points. These included one centerline pylon, two on the fuselage, four below the wings and two located behind the wing landing gear. The one utilized in the center was specifically designed to carry an external fuel tank and was typically utilized for that purpose. The outboard wing pylons were primarily intended for air to air missiles due to their lighter weight compared to the other attachment points. The pylons situated behind the landing gear were not initially used until the JA-37D modification, which incorporated BOL countermeasure dispensers on those pylons. Ground crew members would input the munitions configuration into the aircraft central computer using a load selector panel. This system automatically selected the appropriate values for fire control, fuel consumption, and other calculations based on the specific munitions. In July 1971, the first production AJ-37 Viggen, was delivered to the Swedish Air Force. In October 1973, Skaraborg Wing was reportedly close to achieving full operational effectiveness. By May 1974, the Swedish Air Force had two operational squadrons using the Viggen along with the third squadron in the final process of achieving that status By 1974, the safety and reliabilities of the Viggens were reportedly above expectations, despite the overall complexity and relative newness of the aircraft in practice, one of the most significant issues encountered with the Viggen during low level flight. As extensively performed during a typical attack mission profile was the threat posed by birds. As such, the Swedish Air Force paid close attention to their migratory patterns during the later half of the 1970s and into the 1980s. The introduction of various variants of the Viggen proceeded. These included the SK37, a two seat Operational Conversion Trainer introduced in 1972, the SF37 and Overland reconnaissance Model introduced in 1977. And the SH37A maritime reconnaissance version Introduced in 1975. The Viggen was designed to be simple to maintain, even by conscripted flight line mechanics. With limited technical training, a single Viggen could be maintained by a team of five conscripts under the supervision of a single chief mechanic. Standard turnaround, including refueling and rearming, took less than 10 minutes to perform, while an engine replacement took four hours. Over the long term, the Viggen required 22 man hours preflight hour of maintenance work at the depot level and nine man hours preflight hour at the frontline. By the mid 1980s, Swedish Viggen fighter pilots using the predictable patterns of Lockheed SR-71 Blackbird routine flights over the Baltic Sea had managed to achieve radar lock on with radar on the SR71 on numerous occasions. Despite heavy jamming from the SR-71, target illumination was maintained by feeding target location from ground based radars to the fire control computer in the Viggen. The most common site for the lock on to occur was the thin stretch of international airspace between Öland and Gotland that the SR-71 used on the return flight. The Viggen is the only aircraft to get an acknowledged radar lock on the SR-71. By 1980 up to 149 JA 37 Viggen were projected to be built. And the line to be closed within the decade as the Swedish aerospace industry changed focus to the impending Saab Jas 39 Gripen, the Viggen's eventual replacement. Overtime advances in computing such as the microprocessor had enabled greater flexibility than the physical configuration of the Viggen, so further development of the Viggen platform was not viewed as cost effective. In 1990, production of the Viggens ceased in the final aircraft was delivered. This aircraft stands as a remarkable testament to Swedish engineering and innovation. Developed during the Cold War era, it served as Sweden's premier multi role fighter designed to meet stringent operational requirements and adapt to various mission roles. With its advanced avionics, including the world's first airborne computer to use integrated circuits, the Viggen showcased cutting edge technology for its time. The integration of digital flight control system and radar systems demonstrated Saab's commitment to pushing the boundaries of aircraft automation and sensor capabilities. Unique design features such as the reinforced landing gear and folding vertical stabilizer allowed for operation from short runways and storage in limited spaces, enhancing its strategic and tactical flexibility. The extensive weapon load capacity provided versatility in combat scenarios, enabling the Viggen to carry a diverse array of munitions for both air to air and air to ground missions. Furthermore, the integration with Sweden's National Defense system STRIL 60 and its ability to operate in harsh weather conditions showcased its effectiveness as a defense platform for safeguarding Swedish airspace. Overall, the Viggen successful service and continuous evolution. Including later variance and contributions to subsequent aircraft designs such as the Gripen cement its legacy is a groundbreaking and influential aircraft in the history of aviation. The Saab Gripen JAS 39 is considered to be one of the world's best lightweight multi world combat aircraft. It's also one of the most unique, not because of its state-of-the-art design. That because it's a warplane built in the relatively small and neutral nation of Sweden. Sweden is a proud country that has historically maintained its neutrality as nations around it engaged in all out warfare. But the Swedes have learned that a policy of neutrality must be maintained through strength. In times of war, the slightest sign of weakness or lack of resolve could result in the loss of cherished freedoms. Despite many challenges, the Swedes have worked hard to establish an aircraft industry that is second to none. Because of Sweden's limited resources, Saab has been given a virtual monopoly on the manufacturer of airplanes. But rather than take their situation for granted, Saab has built aircraft that are highly regarded for their quality and their ability to take on just about any opponent. The unique nature of Swedish industry led to Saab making one of the best automobiles in the world. But where most automobile companies test new technologies through racing, Saab also draws on its long experience with aircraft development. When World War II was coming to an end, Saab managers realized that orders for military aircraft would dwindle. They face the prospect of laying off a skilled workforce and losing the industrial readiness desired by the Swedish government. Making high quality automobiles seemed like the logical next step. Saab used the same machine presses for the Type 92 car that they used in making components for aircraft such as the B-17, Saab's original design, which took to the air in 1940. The twin engine B-18 guarded Sweden's coastlines well into the 1950s. The J-21's unique design led to the world's first ejection seat. The jet powered J-29, called the flying barrel for obvious reasons, evolved into the sleek Draken, the powerful Viggen and the cutting edge Gripen. The Gripen is Sweden's first multi role fighter aircraft, a plane so advanced it could hardly have been imagined by Swedish aircraft pioneers at the turn of the century. Sweden's aircraft industry was founded in 1914. It enjoyed the interest in support of the king. The first aircraft built in Sweden were foreign designs. These included models by Farman and Albatross. Soon Swedish companies were also making and exporting their own designs. One problem faced by Swedish aircraft manufacturers was the need to import engines. This obstacle to success grew worse with the onset of World War I. Another problem was the Swedish army, which like other military establishments around the world, felt that the aircraft was a novelty that should be relegated to reconnaissance missions. But like the others, the Swedes saw the airplane's mission evolved during World War I, from reconnaissance to dog fighting and bombing. After World War I, the Swedish government shortsightedly cancelled aircraft orders from private industry. But reconnaissance aircraft trainers and fighters were turned out by the military in numbers sufficient to keep a proud tradition alive. Germany's Ernst Heinkel designed float planes built in Sweden by a company he owned. Germany was circumventing the Versailles Treaty, which prohibited the manufacture of warplanes. Junkers also opened an aircraft plant in Sweden. Many of these aircraft were allegedly sent to Germany, but no records exist to prove it. In 1925, with great public support, the Swedish parliament voted to establish an Air Force formed out of the country's army and Navy aviation units. The year that followed had its share of successes. The first parachute jump in 1926 was taken by a pilot who was bailing out of an aircraft that had gone out of control. Efforts to build efficient Swedish designed aircraft were hampered by a lack of resources and competent engineers. Over the next few years, even experienced pilots had their hands full flying, unreliable designs. The Swedish Air Force did not lack for volunteers, but unfortunately for these would be pilots. There was a shortage of enthusiasm on the part of the officers who'd been transferred from the Army and Navy to head newly formed Air Force units. With conflict building around the globe, the Air Force continued to gain support. In 1935, the Defense Committee recommended that the Air Force be enlarged. In 1936, the Swedish Parliament voted to create an Air Force Academy. For the first time. Pilots were trained based on their desire and fitness to fly, rather than been taken from other services. The private aircraft companies had no experience building all metal aircraft, and they still had to compete with military facilities for construction orders. In 1936, the Swedish Air Board secured a license to build the Focke-Wulf FW Steeled trainer. It was designated the SK-12 by the Swedish Air Force. In 1937, the arms maker Bofers formed the Saab Aircraft Corporation. This was done at the government's request. It was intended that Saab worked cooperatively with another Swedish aircraft company, ASJA. A number of Air Force responsibilities have been taken away from the Navy, such as close air support of the commercial fleet and beating back invasion forces heading towards Sweden across the Baltic Sea. But Sweden's military had concentrated on acquiring bombers. This meant there was a shortage of fighters in the Swedish Air Force. As Germany began its conquest of Europe in the late 1930s, Sweden turned to the American aircraft maker Seversky. Its founder, Alexander Seversky, had traveled to Sweden in 1939 and demonstrated his P-35, the forerunner to the legendary P-47. The P-35 was the first single seat, all metal pursuit plane to go into service with the American Army Air Corps. It had retractable landing gear and an enclosed cockpit. The Swedish Air Force ordered 120 of them, but only sixty were delivered. An embargo blocked export of the rest. A mostly unsung hero in Sweden's effort to protect itself from the war growing around its borders was the FFVS-J-22. The J-22's chief designer Bo Lundberg, began work on the project in 1940 after returning from America. Lundberg had been overseeing the manufacture of the Vultee P-48 Vanguard for the Swedish Air Force, but because of the wartime embargo, the Vanguards were never delivered. The J-22 was built outside the overburdened Saab organization by a large number of subcontractors. The basic structure of the fuselage was welded stainless steel covered by load bearing wooden panels. The engine was a Swedish copy of the Pratt & Whitney Double Wasp radial engine generating 1100 horsepower. It flew for the first time in September 1942. Two fighter versions were produced. The J-22A had two 8 millimeter and two 13 millimeter cannons. The J-22B had four 13 millimeter cannons. Deliveries to fighter wings began in October 1943. An aircraft in Swedish service had to be rugged because the Air Force did not rely on established airfields, which they believed could be too easily bombed and put out of Commission. And since the Swedes didn't have many aircraft, it could not afford to leave them to vulnerable attack. The shortage of aircraft also led the Swedes to develop techniques which allowed them to make the most of their limited resources. Crews were trained to repair, refuel and rearm an aircraft in as little time as possible. When one pilot returned, another was ready to fly in his place. His aircraft was made ready while he sat in the cockpit. The J-22's retractable landing gear was unusual. It was placed well forward and equipped with a mechanism that enabled the wheel doors to close when the gear was down. This reduced drag on take off and prevented dirt from collecting in the wheel wells during taxiing, take off and landing. It was even designed with a retractable ski under carriage, but this was never produced in quantity because of improved snow removal equipment. The performance of the J-22 compared favorably with fighters of other nations. Despite its limited power, the J22 could out climb the North American P-51 at altitudes below 5000 meters. A total of 198 J-22s were manufactured. All but eighteen of these were completed before a metal worker strike stopped production in February 1945. The Swedish Air Force completed the rest. A legacy of the Swedish government's bias towards bombers and reconnaissance aircraft is the Junkers JU-86, which flew in Sweden as the B-3. This twin engine bomber was built in Sweden through a license agreement reached with Junkers in 1938, but Swedish officials knew that it was slow and would be no match for the modern fighters. It was the last medium bomber in the Swedish inventory. The government stopped production in 1940, but by that time Russia had invaded Finland and Germany had captured Norway. Sweden saw its strategic position as critical. But fortunately in 1937 ASJA and Saab had begun working under government contract to build their first all Swedish design, the B-17, a single engine aircraft. The prototype first flew as a reconnaissance aircraft in 1940, but following that company officials proposed that it be built as a light bomber and dive bomber. As a dive bomber, the B-17s required stronger wings, so the landing gear was not retracted into the wing, but folded back under it. The struts were covered with an aerodynamic fairing, which also acted as an air brake. It was also designed to operate from primitive areas. This continued the longstanding policy of maintaining aircraft away from population centers. Self-sufficient Air Force communities were established in forests and other remote areas. Again aircraft readiness was only a few minutes away. The B-17 was a multi role aircraft, but reconnaissance was still one of its most important missions. The reconnaissance version ended service in 1942. A typical mission started with a conference between the pilot and his commander. An objective that included land and sea coordinates was plotted. Ground crews removed the brush that camouflaged the aircraft's position. The reconnaissance version was known as the S-17. Its camera was placed in the fuselage accessible through the cockpit. Top speed on the reconnaissance mission was close to 200 kilometers an hour. Altitude was 10,000 meters. With the mission completed, no time was lost in delivering the film to the mobile lab. It was located nearby, central to other camouflaged airfields. Specially trained technicians in the mobile labs did not have to improvise. They had all that they needed to process and develop the film. Intelligence information provided by the recently completed mission was transmitted to headquarters without delay. Although they lived much of their life outdoors, grand crews did not lack for many of the comforts of home. Wholesome food was plentiful. The saying that an army marches on its stomach could easily have applied to the Swedish Air Force crews at their remote airfields. A shared sense of purpose made the system work, but the simplicity of Air Force military operations in outlying areas belied the lethal nature of the work being done. The dive bomber version of the V-17 carried 680 kilos of bombs. It was armed with two machine guns in its wings and one movable machine gun at the wear of the cockpit. Dive bombing techniques and their effects on pilots have been studied in Sweden since 1934. It was reported that almost every dive resulted in a blackout. The pilot lost his eyesight but could hear the engine running. The increase in engine noise told the pilot that it was time to pull back gently on the stick until his eyesight returned. To reduce the physical strain on the pilot and make the dive bomber less vulnerable to antiaircraft fire, Saab engineers developed a bomb sight that allowed shallow dive angles and an automatic bomber separation during pullout. The bomb sight was a mechanical computer and one of the first of its kind in the world. This produced a dramatic increase in Swedish bomber efficiency. In late 1938, to enhance pilot efficiency, the Swedish Air Force issued an order of 35 North American NA16s for an advanced training aircraft known in Sweden as the SK-14. It was constructed under license first by a SJA and later by Saab North American constructed two aircraft as patterns for Swedish manufacture. The SK14 was originally powered by a 455 horsepower right whirlwind engine. 136 SK-14s were produced. Maximum speed was 300 kilometers an hour. With a service seating of 7200 meters. The SK-14 was agile and sturdy enough to give pilots ample opportunity to hone their dive bombing skills. A domestically designed and built Swedish trainer was the Saab 91. The prototype of the 91, also called the Sapphire, took its first flight in 1945. The 91's power plant was a de Havilland Gipsy major engine generating 147 horsepower. Speed was 248 kilometers an hour. The last propeller driven airplane built by Saab was the B-18. The B-18 also took on reconnaissance, dive bombing and maritime missions. It originally had two Pratt & Whitney Twin Wasp engines. Later versions flew with Daimler-Benz power plants. Development of the B18s was described as difficult, and it had a poor accident rate. Out of 244 aircraft, 44 crashed between 1944 and 1959. This led in 1949 to the installation of ejector seats which had originally been installed for the Saab J-21 fighter. Despite this, emergency escapes were successful in only four out of the 44 crashes at the outbreak of World War II. The development of the B18 was delayed so that Saab could concentrate on building more B seventeens. Saab engineers used the delay to give the B17 selfsealing fuel tanks armor protection for the crew a new bomb bay and bomb sight configuration. It was the most complex aircraft in Swedish Air Force Service at the time. Altogether, the B-18 had 15,000 components. The crew of three had to contend with 160 levers, controls and buttons, and read 45 instruments. The first version of the B-18 was considered underpowered and was transferred to the Strategic Reconnaissance Wing. It was given the designation S-18. This had a cruising speed of 390 kilometers an hour and it flew at an altitude of 8700 meters. The S 18 was modified for its new row with two Hasselblad cameras in the glazed nose. It was also fitted with a special night camera that produced excellent photographs in combination with the use of flares. The S 18 flew with three wings of the Swedish Air Force. As was the case with B17 reconnaissance missions, the Air Force used mobile laboratories to speed the processing of film. In 1949. The S 18 was the first aircraft in the Swedish Air Force to carry radar. It was fitted with an American design that had a range of 100 nautical miles. The radar and a radio altimeter were installed in a part beneath the nose. The B-18B carried 1500 kilos of disposable armament. This included bombs, rockets and torpedoes held in the Bombay and hard points on the wings. The B18B was the version fitted with more powerful Daimler-Benz engines, each generating nearly 1500 horsepower. It's top speed rose to 540 kilometers an hour with a range of 2400 kilometers. This made it one of the fastest bombers of the Second World War, a far cry from the Junkers JU-86 that was so slow that Swedish officials knew enemy fighters could circle around it as long as necessary to shoot it down. A new version of the Saab toss bomb sight was developed and installed on the B-18B. This allowed a more shallow dive and more accurate targeting. The B-18B was the first true attack aircraft in the Swedish Air Force, in part because it was also the first Swedish aircraft to carry rockets. These were normally carried under the wing and below the nose of the fuselage. The maximum load of rockets was 12. To fire the Rockets, a new gunsight was installed, and because this version didn't carry bombs, the crew was reduced to two. The B18's most unusual role may have come during testing of Sweden's version of Germany's V1 rocket. In November 1943, a V1 test rocket crashed in southeast Sweden. Two weeks later, another V1 was found. Two more missiles were found in 1944, one of which was a V1. But the other, a V2, caused a sensation. The Swedish Navy saw the rocket as a new kind of torpedo. The Army promoted it as an alternative to the antiaircraft gun, and the Air Force recommended its use as a pilotless aircraft. The trick was understanding how it worked and copying the technology. But this was easier said than done. One test with the B-18 went terribly wrong. The sequence was shot from several angles. From the B-18's fuselage, the missile is seen dropping from its cradle and all appears to be going well. But as the missile begins to go off course and explodes, the chase plane comes into view, narrowly avoiding the missile. The view from the chase plane is even more dramatic. The plane passes through the missiles explosion and the shrapnel. Fortunately, no one was injured. Another film record shows an uneventful test. The chase plane's camera follows the test missile flying over the Baltic Sea. In 1948, most missile development was transferred from private industry to government facilities. Sweden went on to become a pioneer in the development of radar homing anti ship missiles. Sweden also pioneered in the field of commercial aircraft. In 1943, Saab approached Scandinavian Airlines suggesting a replacement for its Douglas DC-3s. The project was approved. And the proposed aircraft became known as the Saab 90 Scandia. The Scandia was a top quality aircraft, but it became obsolete because of its unpressurized cabin and underpowered engines. Only eighteen were built, but while Sweden was not committed to competing in the transport aircraft arena, it was determined to enter the jet age. Saab was hard at work on its own jet design, but as an interim measure, the Swedish Air Force turned to Britain's de Havilland company for the turbojet Vampire. The production Vampire made its first flight in 1945 and was powered by a single de Havilland Goblin engine. The J-29 was designed as a jet from start to finish. It was the first Western European swept wing jet fighter to be put into large scale production. Design started in 1945 and it first flew in 1948. A British pilot was chosen to head the test phase for Saab because Sweden had no test pilots with jet experience. The fuselage was given a barrel like shape with a central air intake and a straight air duct to the engine in the rear of the fuselage. The shape led to the nickname Tunnan, or Flying Barrel. The round fuselage also housed the aircraft's armament and fuel. There was also room for fuel in the wing and provision for two drop tanks. The J-29 was powered by de Havilland Ghost turbojet engine. It was built under license in Sweden. Later production versions were fitted with an afterburner. It had a top speed of nearly 990 kilometers an hour. The airframe was designed to withstand maneuvers AT8G's at low altitude. The J-29 caused quite a stir in eastern as well as Western Europe. When the first deliveries were made in 1951, some serious safety problems arose. Pilots were not familiar with the flying characteristics of a swept wing aircraft. Flights in simulators and the two seat training version made the conversion easier. Like its predecessors, the J-29 was deployed to remote facilities in wooded areas. The technology of aircraft might have changed, but the philosophy and how best to use them had not. In May 1954, the J-29 set a record by flying a closed course at an average speed of 910 kilometers an hour. The next year, a formation of two J29s flew at the record setting pace of just under 840 kilometers an hour. Improvements continue to be made over the next few years until the J29 became the first Saab aircraft to go to war. Independence came to over a dozen states peaceably, but in the Belgian Congo, freedom was followed by rioting and army mutiny, A reign of terror and disorder. United Nations troops were called in to avert total chaos. For months, the political pattern kept changing with kaleidoscopic speed. In September 1960, a contingent of the Swedish Air Force was sent with five J-29s to the Belgian Congo. The assignment lasted 4 years. A few months earlier, the Congo had been given its independence. Then the Soviet backed province of Katanga broke away and declared its autonomy. The Congo asked for United Nations intervention. When 10 light aircraft and one jet powered Fouga Magister, armed with guns, rockets and bombs began successfully attacking the Congo, the UN decided that combat aircraft should be added to its force. Sweden bore the greatest burden, but India and Ethiopia also contributed aircraft. The J-29 was chosen because of its low fuel consumption, important for the long distances to be flown in the Congo. Its primary missions were air defense attacks on air base installations and close support of ground forces. But reconnaissance was also an important assignment. In 1962, two reconnaissance J-29s were airlifted to the Congo by an American transport. The Katangan Air Force was given reinforcements by the Eastern block. Then in January 1963, four J 29Bs were shipped to the Congo, just in time for the final action against Katanga. The Katangan Air Force was wiped out. When the war ended, the two reconnaissance J29s were returned to Sweden. The five remaining J-29 combat versions were scrapped in Africa. Like the J-29, the J-32 Lansen was a swept wing aircraft, but it was considered an entirely new class of aircraft. It was the first two seat Swedish jet with built in search radar. Designers made special effort to integrate the electronic and weapon systems to provide the Swedish Air Force with a true all weather attack aircraft. The J-32 was armed with four 30 millimeter cannon and Sidewinder missiles. Unguided air to air rockets could also be carried externally. Bombs or anti ship missiles were also part of the potential armament. The Lansen or Lance prototype first flew in 1952. Production began the following year. The J-32 remained in service until June 1998. Not long after the go ahead had been given for design and production of the J-32, the Swedish Air Force began drawing up specifications for a new single seat fighter that could intercept enemy aircraft. The new aircraft would need supersonic speed, a high rate of climb, excellent range and endurance, and the ability to carry a heavy load of weapons, but such an aircraft would also push pilots to the edge of their endurance. The Swedish Air Force undertook a testing program. To determine what pilots limits might be, researchers then sort of balance between what a new aircraft could do and the forces a pilot could withstand. Not only would air pressure be a factor, but G forces as well. In addition to bomber interception, dog fighting would also be required of the latest aircraft design. In 1949, attacks by fast, high flying enemy bombers were considered the greatest threat to security. To meet the threat, Saab initiated Project 1250. The result was the J-35 Draken or Dragon. The Draken was designed with a double delta configuration. This met both high and low speed requirements and enabled the Draken to perform short takeoffs and landings. Necessary in remote areas, the first prototype flew in October 1955. In January 1956 the drunken exceeded mark one in a climb without an afterburner. In 1960, an updated version of the Draken exceeded Mach 2 in level flight, it was fitted with Rolls-Royce Avon engines that were improved with each new version of the jet. The last type generated more than 17,000 pounds of thrust. The main armament was the Sidewinder missile, two 30 millimeter cannons and air to surface missiles. The Draken was designed to be economical to maintain. This was specially important for countries with limited resources. A team of seven could rearm and refuel it in as little as six minutes. Ground crews used hard points on the wing for missiles. Crewmen opened the leading edge of the wing to service the cannon. The J35 had a combination of bag and integral fuel tanks. The Draken was intended primarily as an interceptor, but it showed itself to be a good dog fighter as well. It had target acquisition radar and a sub collision course sighting system. Later versions of the Draken were armed with the Hughes Falcon missile. With the help of the Draken's targeting computer and radar, the Falcon was capable of acquiring a target in all weathers. It was made under license by Saab. For a time, The Draken was the most advanced fighter in Europe. It was exported to Finland, Denmark and Austria. Similar efforts were made to export another Saab product of the time. Like The Draken, the Saab 93 featured a unique design, but the 93 stayed firmly on the ground and advertisements for it featured loads of luggage rather than loads of bombs. The reconnaissance version of the drunken the S-35 E didn't carry bombs. It carried nine cameras. The limited space in the nose led to the development of a new type of camera made by the French. Five of the cameras were in the nose, four were placed in the wings instead of the normal 30 millimeter cannon. The S-35E Pioneer development of a new infrared reconnaissance system. The equipment was carried in a special pod. Range was greatly increased with the introduction of drop tanks. With these tanks, the S-35E could fly up to 3000 kilometers. At first, Saab didn't think that a trainer version of the Draken would be necessary because company test pilots considered it very easy to fly, but most Air Force pilots did not agree. But the Air Force only required new pilots to fly one year, or an average of 175 hours, before making the transition to the Draken. 25 of the original Drakens were converted into two seat trainers. The Air Force also acquired flight simulators. Draken fighter wings further refined the policy of ensuring the survivability of units on the ground. And below it. And again the aircraft. Sturdy design and simple maintenance needs enabled it to fly virtually nonstop, with one pilot completing a mission and another ready to take his place. Sweden's abandoned mines were also utilized as command posts, crew quarters, and aircraft hangars, and the drunken's relatively small size. Allowed it to be housed in close quarters in time of emergency, taking to the skies in case of attack. In 1985 66 Drakens were updated to the J-35J configuration. The modifications were mainly done to the weapons system which allowed it to accommodate up to six air to air missiles. In addition to a top speed of better than Mach 2, its rate of climb was 16,000 meters per minute. The J-35J could fly at supersonic speed even while carrying four drop tanks and two missiles. The Draken was Europe's first supersonic combat aircraft. A great engineering achievement that was undertaken when very little was known about how to make an aircraft capable of flying faster than sound and in the case of the drunken Saab designers took a great aircraft and over the years only made it better. The tensions caused by the Cold War and the Vietnam conflict served to increase concerns about the survivability of airfields. This was especially true in Europe, where the distances between potential targets was less. The French explored ways to decrease reliance on airfields with the dazzled Mirage IIIV. The V took its first flight in 1965. It had eight Rolls-Royce lift jets. The British had greater success with the Hawker Siddeley p.1127 Kestrel. The Kestrel project evolved into the Harrier. Saab Designers were also inspired to take advantage of new technological advances. Their ideas ranged from jet aircraft that took off vertically and transitioned to forward flight to aircraft with a swing wing configuration. But Designer settled on a four plane fitted with flaps ahead of the main delta wing wind tunnel tests were conducted. They showed that the four plane served as a lift generator, making it possible to land at very low speeds. But the same time, the four plane did not prohibit supersonic speed. This met the strict requirements of the Swedish Air Force without resorting to expensive variable wings or vertical flusters. The results led to the creation of the Saab 37 Viggen, or Thunderbolt building. The Viggen was the biggest industrial project in Sweden's history. The prototype made its first flight in 1967. The first operational squadrons of Viggens were established in 1972. The fighter version has a more powerful engine, a Doppler radar and better hydraulics which provided enhanced maneuverability. The Saab 37 has been designed for a no flare approach to landing with the rate of sync of a little more than five meters per second. This required the creation of a special landing gear able to absorb an enormous impact. The Swedish Air Force required that the 37 be supersonic and able to operate from bases near highways. Its landing distance had to be the same as the J-29, about 530 meters. To meet this requirement, Saab developed a titanium thrust reverser integrated into the rear fuselage. The device redirects 60% of the 37 thrust and works well even on icy runways. This is the only one of its kind on a single engine. Aircraft pilots who fly the Viggen are well accommodated. The cockpit is air conditioned, heated and pressurized, and it's protected by a birdproof canopy. The advanced avionics package includes a head up display for attack. The display is linked by an air data computer to a digital fire control system for protection. The Viggen has an electronic countermeasures package and radar warning system. There's Doppler radar and a radio alter meter for navigation. A tactical instrument landing system is geared towards all weather use. There is also a guidance system for blind landings. Armament includes a 30 millimeter cabin. There are three hard points under the fuselage and four under the wing for weapons such as two Sky Flash Missiles or 4 Sidewinders. For ground attack, it carries up to 24 135 millimeter rockets. Final versions of the Viggen were upgraded with terrain following radar and a digital data bus for true multi row capability. This effort was undertaken to allow for compatibility before the next generation Swedish fighter. The Jas 39 Gripen contracts for design and manufacture was signed in 1982. The first Gripen squadron was declared operational in the autumn of 1997. The Gripen has the same basic four plane and main delta wing design as the Viggen, but he's 40% smaller and lighter. The name JAS is the Swedish acronym for interceptor strike and reconnaissance aircraft. The same pilot flies all three missions and changes from one to the other with the Press of a button. The pilot gets his information through an air to air tactical Information data link system. This allows real time exchange of mission information within tactical units. The pilot has enhanced situational awareness and can make better use of his weapon systems. Altogether 30 computers are involved including a triple redundant fly by wire control system. The cockpit display provides information from Doppler radar and allows look down, shoot down capability. The Gripen can carry the AIM 120 AMRAAM missile, an advanced Air to Air missile and a 27 millimeter Mauser automatic gun. The two seat Gripen has the same avionic suite and armament as the single seat version. With the exception of the gun, performance and flight characteristics are virtually identical. The control and display functions are the same in both the front and back positions. The Gripen has a single General Electric turbofan engine that generates 27,500 pounds of thrust with an afterburner. It's supersonic at high and low levels. It has a retractable fueling probe. Which increases its range for pilot safety. It has an ejection seat that is operational at zero speed and zero altitude. The Gripen's grand crew is considered part of the aircraft's weapon system. The maintenance routine is technologically advanced but operationally simple. Five crewmen and one technician Refuel and rearm the aircraft in under 10 minutes, and the appropriate equipment for the Gripen's different missions can be installed at even the most primitive roadside bases For wartime maintenance, the Gripen lands with a characteristically steep descent, using its canards as air brakes. The Gripen's approach is similar to that employed in a carrier landing. An operational landing would typically be on an ordinary road because the Swedish Air Force still considers the national highways to be a system of air bases. This enables aircraft to be stationed in many locations, immune to enemy detection. Another option for Gripen operation is called a base 90. A hardened roadway measuring 860 by 10 meters, it's just another example of the Gripen's practicality and versatility. It's also Saab's claim to fame. In 1995, Saab signed an agreement with British Aerospace to market the Gripen abroad. This was a vote of confidence for Saab's handiwork and recognition of the Gripen's true potential. But this is not surprising. From its humble but optimistic beginnings in 1914 to the present day, the Swedish aircraft industry has consistently beaten the odds by making more from less. If you enjoyed this video, Please remember to like and subscribe. And as always, thank you for watching.
