SAAB Jets

Since the start of the Cold War, Europe’s ability to manufacture military aircraft has decreased dramatically. Today, only a select few fighter aircraft are built on the continent. Large multinational projects have resulted in the Eurofighter, whilst France’s substantial military industry has produced the Mirage 2000 – a reliable modernisation of a tested classic – and the Rafale – arguably Europe’s most capable and versatile fighter aircraft.

The Swedish Aeroplane Company, or SAAB, formed in 1937 emerged during the mid-20^th Century as an unexpected but highly capable manufacture of military jet aircraft. They have produced 7 military jets since the 1940s, improving their own manufacturing abilities with each, and culminating in three iconic designs; the SAAB 35 Draken – a Mach 2 capable fighter from the 50s – the SAAB 37 Viggen – a 1960s multirole strike aircraft, and now the JAS-39 Gripen, a highly agile multirole fighter like the F-16.

Today we look at SAABs jet aircraft, and how this small company has competed with some of the largest aircraft manufacturers in the world, building some of Europe’s best domestic fighter aircraft.

EARLY DESIGNS

While often associated with car manufacturing and the production of other consumer utilities, SAAB was created by the Swedish engineering company AB Bofors who reformed the aircraft engine division of a recently purchased locomotive and engine manufacturer, NOHAB.

Working with the Swedish Air Force, SAAB first entered aviation through a merger with ASJA (The Swedish Railway workshops Aeroplane department), which had been building aircraft in Linköping since the 1930s. This partnership formed the foundation of SAAB’s design and production capability, leading to a series of domestically produced aircraft under license: the Saab 17 light dive bomber in 1940, the Saab 18 fast bomber in 1944, and the distinctive twin-boom Saab 21 fighter in 1945.

After World War II, the company also expanded into the automotive field, establishing Saab Automobiles and releasing its first car in 1949—a move that would define much of its public legacy. Nonetheless, military aircraft manufacturing remained a central focus for the parent company SAAB AB, with Linköping continuing as its aviation hub.

SAAB 21R

With the widespread adoption of jet engine aircraft, SAAB manufactures got to work on their first proper domestically produced jet fighter. In 1950, a new design would come into service; the Saab 21R.

Created by heavily modifying the piston engine Saab 21, this new aircraft was a single engine fighter, with the capacity to fill a strike role as well. Over 120 were initially ordered, but this was rolled back to 64.

Powered by the de Havillandde Havilland Aircraft Company: A seminal British aerospace manufacturer founded in 1920 by Sir Geoffrey de Havilland, recognized for its radical innov... More Goblin 2 engine the 21R was a small but relatively capable aircraft. Two initial variants were in service; the J 21RA fighter, and A 21RA, modified to carry air-to-ground ordinance. Later, there was a second set of derivatives (essentially by upgrading to the Goblin 3 engine): the J 21RB fighter, and A 21RB multirole attack aircraft.

The aircraft had a top speed of around 800 km/h, a service ceiling of about 36,000 feet, and a combat range of roughly 480 kilometers. Armament consisted of a nose-mounted battery of one 20 mm cannon and four 13.2 mm machine guns, supplemented by bombs, unguided rockets, gun pods, or drop tanks on external hardpoints.

In essence, the design was not cutting edge, however it offered the Swedish Air Force something that could carry them into the jet age, not too dissimilar to the de Havillandde Havilland Aircraft Company: A seminal British aerospace manufacturer founded in 1920 by Sir Geoffrey de Havilland, recognized for its radical innov... More Vampire (although heavier), or the Yak-15. It would serve for just a few years, retiring in 1956.

SAAB 29 TUNNAN

1951 marked the service entry of Sweden’s first purpose-built jet fighter, the nation’s second jet type overall.

The Saab 29 Tunnan – as it was called – would differ from the 21R. Powered by the de Havillandde Havilland Aircraft Company: A seminal British aerospace manufacturer founded in 1920 by Sir Geoffrey de Havilland, recognized for its radical innov... More Ghost engine, it featured an entirely different airframe – more modern looking and better suited for the fighter role. It had swept wings, a more aerodynamic fuselage, far better performance, and far greater potential versatility.

During testing, the prototype J-29 had proven to be better than expected. As test pilots noted, despite its strange outward appearance – which earnt it the nickname ‘barrel’ – the J-29 test aircraft was faster than expected. During its early years in service, it would set several speed records; a world speed record of 977kmh over a 500km circuit in 1954, and the following year 900kmh over a 1000km circuit.

On paper the Tunnan had a top speed of 1060kmh, a range of 1100 kilometres, and a good service ceiling around 50,000 feet.

Over its lifetime of upgrades, the aircraft was modified to carry a variety of weapons; 20mm Hispano V cannons, air to air and air to ground rockets, incendiary bombs, and by 1963, the AIM-9B Sidewinder.

In this manner, it outperformed Sweden’s fleet of British Vampire fighters, and offered unique advantages, such as the ability to operate from rough or uneven landing strips.

Entering service, several variants would be produced in what would be Sweden’s largest production of jet aircraft – totalling over 600 aircraft. 224 Alpha models would be built between 1951 and 1955 to fill the role of fighter. The improved Bravo model – also a fighter – would see 332 units produced between 1953 and 1955. 76 Charlie reconnaissance versions would be produced between 1954 and 1956. The Echo model would emerge in 1955; a fighter, it had an improved wing design allowing for better speed and agility, with 29 built. And finally the Foxtrot variant, produced from 1955 onwards by modifying A/B airframes to a new standard. Among the upgrades included an after burning engine; it was the first time the de Havillandde Havilland Aircraft Company: A seminal British aerospace manufacturer founded in 1920 by Sir Geoffrey de Havilland, recognized for its radical innov... More Ghost was successfully adapted with an afterburnerAfterburner (Reheat): An additional combustion component utilized in many supersonic military jet engines to provide a significant, temporary increase... More and mass produced for service. Austria would purchase 30 such aircraft.

In 1961, the Tunnan would be called up for combat, contributing to the UN effort in Congo. The aircraft would fly on combat sorties— the first Swedish jet aircraft to serve in combat.

By its retirement in 1976, the Tunnan had the largest production run of any Swedish jet fighter – a title in holds until this day – with 661 units produced. The learning curve that came with operating a swept wing aircraft led to a high incident rate, however technologically it marked an important leap forward for SAAB.

SAAB 32 LANSEN

SAAB would produce what could be considered its first truly modern jet fighter; the Saab 32 Lansen.

Far more advanced than its predecessors, the Lansen would be transonic, swept wing, and closer in outward appearance and capabilities to modern British designs of the era. Like the Canberra, it would be powered by the Rolls Royce Avon 200 series and feature a similar profile to the HawkerHawker (Hawker Aircraft Limited): A legendary British aerospace manufacturer that emerged from the remains of the Sopwith Aviation Company in 1920. Fo... More Hunter.

A long time in the making, the Lansen was intended to meet several requirements that its predecessors could not. Given Cold War threats, the design had to be all-weather capable, day or night, and fast enough to reach any point along Sweden’s 2000 kilometres of coastline within an hour. Once on station, it would require radar capabilities and specifically be able to fill an attack role.

Entering service in 1956, the attack model – A 32A – would be highly capable; able to carry cannons, air to ground rockets, a variety of bombs, and the RB 04 anti-ship missile, complete with a radar warning receiver. The A 32A would be used in maritime defence and ground attack roles.

The J 32B would be an all-weather fighter, entering service in 1958, with a specific focus on bad weather and nighttime operations. Featuring 30mm cannons, it could also carry unguided rockets and license-built Sidewinder missiles.

The S 32C would be the third version; designed to fill the role of photo and maritime reconnaissance. It featured six cameras, and an improved radar.

Several other variants were built; the most notable being the J 32E, which would fill an electronic countermeasure’s role. In this role, it featured a jamming system which could operate on particular frequency bands against ground and sea targets, whilst jamming pods could be equipped for use against aerial targets.

Overall, the aircraft was capable of a top speed of 1100km/h at sea level, with a service ceiling of around 50,000 feet, and a range of 2000 kilometres. 455 would be built. Technically, it was an impressive development for SAAB, however as with the Tunnan, the incident rate was high. over the course of its service life, various issues had resulted in one third of the entire fleet being destroyed.

It would serve over four decades, finally being retired from service in 1997.

SAAB 210 LILLDRAKEN

Saab had begun research on a small delta-wing design and by January 21, 1952, was test flying such a concept. Designated Saab 210 and referred to as the Lilldraken (“Little Dragon”), the design was meant to test the double-delta design, specifically to gauge its performance at low speeds.

Two variants would be produced – the A and B – the primary difference between the two being the length of wing roots. The 210A model had a large wing, with the wing roots extending up beyond the canopy. The 210B would move these back, giving the pilot better forward and side visibility.

A 70% scale build, it was intended from its outset to be a testbed for what would become Saabs first truly cutting-edge jet fighter.

SAAB 35 DRAKEN

In October 1955, Saabs revolutionary interceptor would take to the skies for the first time. Based on the Saab 210 testbed, this new double-delta aircraft would be Mach 2 capable, with surprising agility. It was called the Saab 35 Draken – meaning dragon or kite.

The Draken would be a proud milestone for SAAB. It would be the first effective double-delta aircraft to enter service, and the first Western European production aircraft capable of Mach 2, beating the Mirage III by several months.

The design had been drawn up as an interceptor, emerging during a critical time during the Cold War. By the mid 50s, both superpowers had an assortment of aircraft either in production or on the drawing board capable of achieving or nearly achieving Mach 2 speeds. The Soviets had successfully tested the MIG-21, a deadly Mach 2 interceptor that boasted great dogfighting capabilities. In the US, the F-104 was successfully greenlit as a Mach 2 interceptor, whilst the F-105 and F-4 Phantom were both planned as Mach 2 capable multirole aircraft.

Hopes in western Europe were pinned on Dassault’s Mirage III design; a delta-wing fighter that could serve as an interceptor.

However, since mid 1950, the Draken design has been a primary focus for Saab. Bordering the Soviet Union, the Swedish Air Force required an aircraft capable of rapidly intercepting both supersonic bombers, and fighter escorts. The requirements for top speed would be tough to meet, but necessary.

In like manner, the design would need to be dynamic; all weather capable, night or day, and strong enough to operate from makeshift wartime airstrips in Sweden; usually meaning highways or roads.

Finally, it would need to be a fighter easy to both maintain and operate; a single pilot needed to operate all systems, while ground crew tasks had to be simple enough that conscripts could do everything if need be.

In response, the Saab team began work on a delta design. Problems were encountered immediately; a delta wing would require the fuselage to be extended beyond what was planned, making the aircraft too heavy. Revisions were made, and testing began on a double-delta wing instead; tests being undertaken on the Saab 210 to prove its integrity.

Having taken its maiden flight in October 1955 without an afterburnerAfterburner (Reheat): An additional combustion component utilized in many supersonic military jet engines to provide a significant, temporary increase... More installed, a follow-up flight was undertaken— this time with the proper engine. The aircraft inadvertently broke the sound barrier while climbing. By 1958, the first production model – The J 35A – had been placed on order.

In 1960, this revolutionary design would enter service, and during the same year achieve its first Mach 2 flight.

In practice, the aircraft was highly agile, and unstable due to the wing design. The Draken pioneered the cobra manoeuvre, and pilots soon began pushing the airframe to its limits. Despite initial uncertainty regarding the aircraft’s performance as a fighter, it was found that the double-delta design offered a unique instability not dissimilar to what would later be deliberately integrated into the F-16.

With more archaic control systems, the aircraft was intensive on the pilot, requiring a more nuanced attention to speed, angle of attack, turn rate, and so forth. If managed properly, however, the result was a highly agile platform, that in theory made it a capable fighter.

Noting the capabilities, three other nations would purchase the aircraft: Denmark, Austria, and Finland— 125 foreign sales. In total, over 650 aircraft would roll off the production line.

Several variants would be produced, improving the aircraft’s internals dramatically over the decades. After the initial A model, a Bravo model – a fighter – would emerge in early 1962 in several sub variants. It included a better radar, a radar gunsight, and more advanced air-to-air rocket capabilities. A twin seat trainer – the C version (Sk 35C) – emerged in 1961.

The D model emerged in 1963, keeping much of the B models internal systems. However, it featured larger fuel stores affording better range, and a more powerful engine.

The recon version – the E model – emerged shortly after, based on the D model, however, it lacked weapons and radar, instead furnishing a variety of cameras for aerial photography.

In 1965, the F model emerged, another fighter. This had further improved internals, including the capability of fielding semi active radar guided missiles, and infrared missiles.

The final derivative would be the J model, emerging far later in 1985, as part of a life extension program that extended service into the 1990s. This partially modernised the aircraft, with better internal systems, newer cannons, and more hard points.

The Draken had impressive specs. Beyond its Mach 2.0-2.1 top speed, it had a ferry range of around 2750 kilometres, a combat range of around 1,200 km, and a service ceiling of around 65,600 feet. Armed up, it featured a variety of weapons; two 30mm ADEN cannons, air-to-air and air-to-ground rockets, bombs up to 1000 pounds, and missiles, including domestically built variants of the AIM-26 Falcon, and AIM-9 Sidewinder.

Marking the first of Saab’s truly cutting-edge designs, the Draken would remain in service until December 1999.

SAAB 37 VIGGEN

In 1967, a multirole platform would emerge. The Saab 37 Viggen – later referred to as the AJS 37 – would be the world’s first mass produced combat aircraft to feature canards.

Cutting edge for its time, the Viggen featured arguably the first modernised flight computer out of any western European aircraft; a digital central computer with integrated circuits, capable of aiding the pilot in a variety of tasks.

The aircraft had been finalised in 1963; a delta wing design with a single engine, it was capable of operating from short runways or roads in emergency situations. With reverse thrust capabilities, it could land on short runways, and take-off on runways as short as 500 meters.

On the drawing board, the design was meant to be cheaper and equally as effective as the American built F-4 Phantom. It also had to fulfil the previously stated goals; short take-off and landingShort Take-Off and Landing — An aircraft performance capability describing the ability to operate from relatively short runways or improvised airstrip... More in rugged conditions, all weather capabilities during night or day, low speed performance for fighting, and high speed performance for intercept. Early proposals included an STOLShort Take-Off and Landing — An aircraft performance capability describing the ability to operate from relatively short runways or improvised airstrip... More aircraft, while others were oriented towards the interceptor role primarily. The AJS 37 would be a mixture; a multirole capable attack aircraft which offered decent performance all around.

Powering the aircraft would be a Volvo RM8, a turbofan engine, offering longer range at subsonic speeds, giving it an edge in its initially intended attack role. Once modified, the RM8 became the second afterburnerAfterburner (Reheat): An additional combustion component utilized in many supersonic military jet engines to provide a significant, temporary increase... More capable turbofan in production.

Inside the aircraft was the CK 37— a central computer system developed by Datasaab to lighten the workload of the pilot. Digital rather than analogue, it could complete a number of tasks; including calculations for aiming weapons, navigation, and flight control. Groundbreaking for its time, it would later be upgraded to newer standards as successive derivatives of the Viggen emerged.

In like manner, the aircraft initially featured a PS 37 X-band monopulse radar, allowing for a variety of air to air and air to ground uses. This would be upgraded in some models to the PS 46 pulse doppler radar; featuring proper look down capabilities, which had been tested on low flying F-4 Phantoms with great success, and the ability to track two targets at once in a track while scan configuration.

Inside the cockpit, the aircraft featured mostly analogue internal instruments, however a digital head up display was installed from the outset. Later on, other derivatives would feature several CRT displays, capable of projecting maps, radar information, and navigation assistance.

Taking its first flight in 1967, the Swedish government greenlit production of the aircraft the following year. By July 1971, the first Viggen had been delivered to the Air Force.

Several variants would be produced over the years, however two main derivatives remained at the core of the program. The initial AJ 37; classified as an attack aircraft, it could also fill the role of fighter if need be. The other was a substantially different aircraft, the JA 37; an all-weather interceptor with a secondary role as an attack platform, which first entered service in 1979. Paired with the Draken, the two major derivatives of the Viggen gave the Swedish Air Force near all-round capabilities: a stark difference to the US or Soviet air doctrine at the time.

Other models would be built, including an electronic warfare platform, a trainer, a reconnaissance and a maritime variant with a focus on recon over the ocean.

In its most advanced form, the JA 37 interceptor could reach speeds just over Mach 2 at altitude, operate at ceilings of around 59,000 feet, and had a combat range of roughly 2,000 kilometres. Its armament included a powerful 30 mm Oerlikon KCA cannon, Sidewinders, the Rb 71 Skyflash radar-guided missile, and earlier generations of Swedish-built Rb 04 and Rb 05 strike missiles.

The multirole capabilities the platform offered during the 1970s would even attract the attention of the Royal Australian Air Force; who would have been the only foreign operator of the platform. A proposed export variant was drawn up – the 37AU – however the proposal was dropped in favour of the Hornet. Sales to India were also considered, but this effort would be blocked by the United States over a variety of concerns.

By the 1990s, the aircraft had primarily been upgraded to a new standard, receiving the name now synonymous with the Viggen— AJS 37.

JAS 39 GRIPEN

The most recent development from SAAB would take its maiden flight in 1988. The JAS 39 Gripen would be a small multirole fighter, capable of taking up the roles of both the Viggen and Draken; a single modern platform for the 21^st century.

In 1979, initial proposals were put forward. By the mid 80s, a prototype had been drawn up and was under development, taking to the sky in December 1988. The name JAS referred to the three roles the aircraft would focus on – air to air, attack, and reconnaissance. Designers took inspiration from several designs: notably the Mirage 2000, Hornet, F-20 Tigershark, and the F-16.

The result was a small, light, single seat design, with an unstable design, much like the F-16.

One early struggle was figuring out the flight control system. Just like the F-16, the Gripen would need an onboard system that could automatically stabilise the inherently unstable aircraft in flight. The SAAB team would eventually figure this out, but not after the crash of the first prototype, and a second crash three years later. This highlighted both the danger of working with an unstable platform, and the impressive achievement made by the F-16 team, who had figured out the problem 19 years earlier.

By 1994, two variants were on order. The A model would be the base model, single seat version. The B model would be a twin seater, primarily used for training, but adaptable for use on special missions.

In 1995, a joint agreement between Sweden and Britain resulted in the SAAB-BAe Gripen AB, with the goal of manufacturing and promoting the sale of the Gripen platform internationally. Part of the agreement would include the conceptualisation and production of new, NATONATO (North Atlantic Treaty Organization) – A collective defense alliance established by the North Atlantic Treaty signed on April 4, 1949, initially ... More standardised versions of the aircraft. These would be the single seat C model, and the two seat D model.

In 1996, the aircraft would enter Swedish service. With similar characteristics to the F-16, it would feature multirole capabilities, with a specific strength in air-to-air engagements.

By 2007, a further modernisation to the platform was planned. A demo variant was shown off, featuring several upgrades, including a more powerful GE F414G engine, 40 percent larger fuel stores, a rearranged undercarriage, a higher maximum take-off weight, and two further hard points on the fuselage underside. In an air-to-air setup, this new demo variant could carry six missiles, as well as drop tanks.

The outcome would be three new derivatives; the single seat JAS 39E, the twin seat JAS 39F, and a JAS 39 Maritime model, not yet fully disclosed, but supposedly carrier capable. The E and F are on order by Sweden and others, as will likely be the case with the Gripen Maritime – as Saab is referring to it. Retaining the multirole capabilities present in the original Gripen variants, these new platforms – broadly referred to as the E-series of Gripens – will expand its intended role to further future proof the design.

Among the new and improved capabilities includes the ability to provide modernised electronic countermeasures, electronic warfare such as jamming, system linking, interoperability with other NATONATO (North Atlantic Treaty Organization) – A collective defense alliance established by the North Atlantic Treaty signed on April 4, 1949, initially ... More systems, ten hard points for weapons, and overall improved performance in the air.

As it currently stands with the C model, the JAS 39 can achieve speeds up to Mach 2, with a combat range of 800 kilometres, and a ferry range of 3200 kilometres. It has a service ceiling around 52,500 feet. It is rated for 9G+ manoeuvres, up to 12G if necessary.

The C and D both feature a wide array of adaptable weapon systems. For air to air, the Gripen currently features support for several Fox 2 missiles; the Iris T, Sidewinder, and A-Darter, several Fox 3 missiles; the AMRAAMAMRAAM (Advanced Medium-Range Air-to-Air Missile) – A radar-guided, beyond-visual-range air-to-air missile developed by Raytheon for the United States... More and Meteor, and ability to slew to a helmet mounted display.

Regarding air-to-ground, the platform can usually field the AGM-65 Maverick, Mark 80 series bombs, the GBU-12 and GBU-39, alongside the KEPD-350 cruise missile and RBS-15 anti-ship missile.

A variety of decoys, electronic countermeasures, and recon pods can be fitted to the platform as well.

Though the Gripen has now been in service for nearly three decades, ongoing upgrades and the introduction of the new E and F variants ensure the design remains firmly future-proof. These latest models expand its multirole capabilities with advanced avionics, greater endurance, and modern weapons integration. Today, the Gripen stands alongside the Eurofighter Typhoon and Dassault Rafale as one of Europe’s preeminent front-line fighters.

CONCLUSION

In retrospect, Saab’s progression through the jet age stands out as both ambitious and highly successful. From modest beginnings after the Second World War, the company produced a succession of capable fighters on what was, by international standards, a relatively small budget. Within a decade, Saab had delivered the Draken — a Mach 2 interceptor that briefly placed Sweden at the forefront of Western European aircraft design. The Viggen followed, a multirole platform that introduced digital avionics and short-field capabilities that few other nations could match. Most recently, the Gripen has matured into not only one of the most capable fourth-generation fighters, but also one of the most adaptable combat aircraft of the 21st century. Across these designs, Saab has consistently proven that with ingenuity and focus, a smaller nation can create aircraft that are both unique and competitive with the world’s leading aviation powers.