Saab 32 Lansen

Saab AB
Industry	Aerospace, defense
Founded	January 2, 1937; 89 years ago in Sweden
Headquarters	Sweden
Products	Military aircraft, including Saab 32 Lansen

Template:Infobox aircraft

The Saab 32 Lansen (meaning Lance in English) is a two-seat, transonic military aircraft developed and produced by the Swedish aerospace company Saab AB.

Development commenced in late autumn of 1946 as a replacement for the Saab B 18/S 18 attack plane. By December 1948, Saab had secured an initial contract to design and create a mockup of their proposed P1150 model. Although the original plan was to power the aircraft with the domestic STAL Dovern turbojet engine, technical challenges led to switching to a license-produced Rolls-Royce Avon engine instead. The prototype completed its inaugural flight on 3 November 1952, and after extensive flight testing and modifications, serial production started in 1953.

The Swedish Air Force (Flygvapnet) received deliveries of the Lansen from 1955 through to 1960. It marked the service’s first twin-seat jet and was also the initial Swedish fighter equipped with an integrated search radar. The aircraft was manufactured in three main variants tailored for different roles: attack (A 32A), fighter (J 32B), and reconnaissance (S 32C). Successive production batches featured upgraded versions of the Avon engine and enhanced avionics systems. Over its extensive service life, the Lansen fulfilled additional duties such as electronic warfare operations, target towing, and experimental research. Most units were phased out during the 1990s following the conclusion of the Cold War.

Development and Design

In the autumn of 1946, Saab initiated internal research focused on creating a successor to the Saab B 18/S 18 to serve as Sweden's primary attack aircraft. By 1948, the Swedish Government officially requested Saab to explore the possibility of developing a turbojet-powered strike platform intended to replace several 1940s-era attack, reconnaissance, and night-fighter aircraft in the Flygvapnet, including the B 18/S 18, J 21R/A 21R, and J 30 (de Havilland Mosquito). Among various design concepts examined—such as a twin-engine model powered by two de Havilland Ghost turbojets—Saab ultimately opted for a single-engine configuration, initially designated as the P1150.

The foundational design also incorporated insights derived from Swiss sources, notably technical drawings from Messerschmitt’s projects: the P.1101, P.1110, P.1111, and P.1112. These confidential documents were brought to Sweden in 1945 by Saab’s project leader Frid Wänström after being obtained from Messerschmitt engineers who had fled to Switzerland at World War II’s conclusion. Among these engineers was aerodynamicist Hermann Behrbohm, who subsequently became a key contributor to Saab’s development team working on the Saab 29 Tunnan and future aircraft such as the Saab 32 Lansen and Saab 35 Draken.

On 20 December 1948, formal development commenced with the awarding of a phase one contract for designing and building a mock-up of the P1150. The Swedish Air Force set stringent criteria for this aircraft: it needed to reach any point along Sweden’s extensive 2,000 km (1,245 miles) coastline within one hour when launched from a central base, operate effectively under all weather conditions, and be capable of day or night missions. To meet these demands, Saab pursued a twin-seat design featuring low-mounted wings and sophisticated onboard electronics. The P1150 marked a significant milestone as Sweden's first two-seat jet aircraft equipped with integrated search radar.

Initially, Saab planned to power the P1150 using their domestically developed STAL Dovern turbojet engine. However, due to delays and technical challenges with the Dovern's development, the Swedish Government decided to replace it with a license-built version of the Rolls-Royce Avon Series 100 turbojet engine, designated RM.5. This single Avon engine provided the Saab A 32A with an approximate thrust-to-weight ratio of 0.3 and allowed it to carry about 10,000 pounds more than the twin-engine Saab 18 it succeeded. Later on, the interceptor variant J 32B was equipped with an enhanced RM6A Avon engine offering significantly increased power.

The maiden flight of the first P1150 prototype took place on 3 November 1952. Early prototype designs included both Fowler flaps and a leading-edge slot; however, flight testing revealed that the slot was unnecessary and it was omitted from production models. To improve airflow at high angle of attack, triangular fences were installed near the wing roots during testing. After completing design validation and evaluation with several prototypes, series manufacturing of the aircraft—now officially named Saab 32 Lansen—began in 1953. The entire development process consumed over two million man-hours.

By 1955, deliveries of the initial A 32A Lansen attack variant commenced to the Swedish Air Force and continued until mid-1958. Production then shifted focus to two other Lansen versions: the J 32B interceptor and S 32C reconnaissance models, which featured major differences compared to the original A variant. The J 32B incorporated an upgraded engine for improved performance alongside new navigation and fire control systems. The first flight of the J 32B occurred on 7 January 1957, followed by the S 32C’s maiden flight on 26 March that same year. Manufacturing of all Lansen variants continued through May 1960.

Design

File:Saab J 32E Lansen (32612) 1.JPG

A J 32E Lansen exhibited in a static display

The Saab 32 Lansen featured a simple overall layout and was among the earliest aircraft worldwide specifically engineered for attack roles. From its inception, the design prioritized the integration of electronic warfare and armament systems. Its weaponry included up to four 20 mm cannons, supplemented by wing-mounted pylons capable of carrying various rocket sizes and different bomb types. The J 32 model was equipped with four 30 mm ADEN cannons, whereas the A 32 ("A" denoting attack) mounted four 20 mm Bofors m/49 cannons concealed beneath nose flaps. Saab characterized the J 32 as "essentially a new aircraft," incorporating a more powerful engine, updated weaponry, and an advanced radar system, distinguishing it significantly from other variants.

The aircraft’s nose housed the Ericsson mapping and navigation radar, with its forward antenna enclosed in a prominent blister fairing beneath the fuselage, positioned just ahead of the main landing gear. This radar system operated in tandem with the Rb 04C anti-ship missile, one of the pioneering cruise missiles deployed by Western forces. The attack-configured Lansen could carry two RB04 missiles, one on each wing. The missile utilized the Lansen’s radar for target acquisition and initial programming, after which it engaged its own active terminal homing without further reliance on the aircraft’s radar. In reconnaissance versions, up to six cameras replaced the four cannons. Initially, this camera suite included two SKa 17 units with 5.1-inch lenses and two SKa 18 units featuring 36.2-inch lenses. By 1962, the setup evolved to include one SKa 15 camera with a 3.9-inch lens, three SKa 16 cameras also with 3.9-inch lenses, and two SKa 23 cameras equipped with 23.6-inch lenses. To accommodate these camera systems, chin blisters were installed on the upper fuselage of the nose section. Additionally, the Lansen could carry as many as twelve M62 flash bombs intended for night-time photographic missions.

File:RR Avon.jpg

A Rolls-Royce Avon engine

The Lansen’s fuselage was notably streamlined; it was the first aircraft whose outer skin contours and panel joints were mathematically calculated to minimize drag—a pioneering use of early computer technology. Its wings featured a laminar flow profile with a thickness-to-chord ratio of 10 percent and were swept back at an angle of 35°. Primary flight controls included hydraulically boosted ailerons and large Fowler flaps on the wings, complemented by hydraulically assisted elevators on a powered tailplane. Four airbrakes were positioned along the rear fuselage sides.

Equipped with a tricycle landing gear configuration, each gear leg carried a single wheel. Additional wing details comprised one-section stall fences located on the outer thirds of each wing, a pitot tube mounted at the right wingtip, and three underwing hardpoints for external stores. To validate the aerodynamic properties of its 35° swept wings, a half-scale wing model was affixed to a Saab Safir aircraft, designated Saab 202 Safir.

Propulsion came from a single afterburning Svenska Flygmotor RM5 turbojet engine—a licensed-built version of the Rolls-Royce Avon RA.3/Mk.109 produced by Svenska Flygmotor. For maintenance convenience, the entire rear fuselage section could be detached to access the engine easily. Air intakes for this powerplant were situated just forward and above each wing root. The cockpit accommodated two crew members—a pilot and navigator—within a pressurized environment under a single-piece clamshell canopy. A secondary windscreen separated the pilot’s and navigator’s positions to safeguard the latter in case of accidental canopy ejection during flight.

Operational history

On 25 October 1953, a SAAB 32 Lansen surpassed the sound barrier by reaching a Mach number of at least 1.12 during a shallow dive. Deliveries of the A 32A attack model commenced in December 1955, enabling the prompt phase-out of Sweden's last piston-engine B 18 bombers shortly thereafter. Bill Gunston and Peter Gilchrist noted that the A 32A demonstrated exceptional performance, both in terms of reliability and weapons accuracy. From 1958 to 1960, a total of 54 S32 C reconnaissance variants were produced. The Flygvapnet received its final Lansen on 2 May 1960.

File:LansenVäxjöAirShow2012 1.jpg

A J 32B Lansen displayed at the Växjö Air Show in 2012. This particular aircraft represents the last unit manufactured

One of the intended roles for the A 32A included deployment as a carrier for nuclear or chemical armaments. During the 1950s and 1960s, Sweden maintained a nuclear weapons program but ultimately did not develop such weapons.

Throughout its 25 years of operation, approximately one-third of all Lansens were lost in accidents, resulting in the deaths of 100 crew members and seven civilians in Vikbo. These incidents were attributed to a mixture of mechanical issues, premature introduction into service, and insufficient training for night flying and adverse weather conditions. In the Vikbo disaster of 1960, pilot Uno Magnusson ejected from his A 32A after experiencing engine failure; however, the aircraft crashed into a farmhouse causing the deaths of seven civilians inside. This accident was linked to a known defect occurring when a drop tank was attached—a configuration prohibited for the fighter variant J32 B. Although replacement parts to rectify this issue were available at the base, they had not been installed at the time. The Flygvapnet press office withheld details about the crash from public knowledge, and civilian casualties were excluded from official accident records.

The A 32 Lansen marked Sweden’s final purpose-designed attack aircraft. Formal replacement began in June 1971 with the gradual introduction of the more advanced Saab 37 Viggen to assume attack missions. Since the early 1960s, development efforts had focused on the Viggen as the designated successor in this role. While being phased out by newer models, the Saab 32 remained in use well into the late 1990s as target tugs and electronic warfare platforms, with twenty J 32Bs converted for these specialized functions. As late as 2010, at least two Lansens were still flying, primarily tasked with high-altitude air sampling for research conducted alongside the Swedish Radiation Safety Authority; one notably collected volcanic ash samples during mid-2010. By April 2020, all Lansens had been retired from active duty.

Variants

File:A 32 from F 17, 1960.jpg

A 32A Lansen from F 17, 1960

File:J 32B Lansen på Flygfest 2011, Örebro.JPG

A Saab J 32B Lansen at Flygfest 2011, Örebro, Sweden

A 32A: Designed for ground-attack and maritime strike missions, this variant saw the production of 287 units between 1955 and 1957. It was retired from service in 1978. Its armament included four 20 mm Bofors m/49 cannons and the capability to carry two SAAB RB 04 missiles, unguided rocket pods, as well as various bomb configurations up to three bombs weighing 600 kg each. The aircraft was fitted with the Radarvarnare F9/5 radar warning system and a Box-3 chaff dispenser.

J 32B: This all-weather fighter model was initially deployed exclusively for night and adverse weather operations. Two prototypes and 118 production units were manufactured between 1958 and 1960. The J 32B was decommissioned in 1973. It featured armament comprising four 30 mm ADEN cannons, Rb 24 missiles (Swedish-built versions of the AIM-9 Sidewinder), or pods carrying unguided 75 mm rockets. Propulsion was provided by the more powerful Svenska Flygmotor RM6A engine (Rolls-Royce Avon Mk 47A).

S 32C: This version specialized in maritime reconnaissance and photographic missions, evolving from the A 32A platform. A total of 45 aircraft were produced between 1958 and 1959 before retiring in 1978. It was equipped with PS-432/A radar offering extended detection range and housed six cameras: two SKa 23 (Fairchild K-47), one SKa 15 (Williamson F49 Mk 2), and three SKa 16 (Vinten F95).

J 32D: Modified from six J 32B units, this variant served as a target tug. It remained operational until its retirement in 1997.

J 32E: An electronic warfare and countermeasures (ECM) variant that also functioned in ECM training roles. Fourteen J 32B aircraft underwent conversion to this configuration and were retired in 1997. The aircraft incorporated the G 24 jamming system available in three versions targeting L, S, or C frequency bands for disrupting ground and naval radar systems. Additionally, Adrian pods (for S and C bands) and Petrus pods (for X band) were utilized to jam airborne radar signals.

J 32AD: A proposed day fighter model from 1953 intended as an interim solution between the J 29 Tunnan and J 35 Draken. Designated J 32AD ("D" indicating Dag [day]), this aircraft would have been lighter, lacked radar equipment, and featured armament including four 20 mm guns plus one 30 mm cannon mounted in the nose along with various missile options. No units were constructed as the Swedish Air Force opted to purchase 120 Hawker Hunter fighters instead.

J 32U: A developmental fighter project initiated in 1954 ("U" meaning utveckling [development]) aimed at significantly enhancing performance over the J 32B. Planned upgrades included installation of a more powerful Rolls-Royce RA 19R engine and an improved wing design. This variant never reached production.

J 32S/J16: In a unique adaptation at the Norrbotten Wing (F 21) during 1969, four J32B aircraft were converted into snow removal units by harnessing engine heat to melt snow and ice. Modifications involved removing wings and tail surfaces while adding a small cabin atop the fuselage. The original engine exhaust outlet was replaced by a square duct directing heated air downward to clear surfaces below. Testing continued until project termination in 1971 due to low operational efficiency, excessive fuel consumption, and structural issues with pipe welding. The designation J32S ("S" for Snö [Snow]) reflected its function, while J16 referenced the fact that approximately half of the original aircraft structure had been removed during conversion.

Surviving aircraft

One J32D variant, previously identified as 32606 and currently registered as SE-RME, has been refurbished to airworthy status and actively participates in air force exhibitions. Another example, production number 32543, has been operational under the registration SE-RMD since 2017, serving with the Swedish Air Force Historic Flight.

Several additional airframes, though non-operational, are exhibited statically across various museums and former air force installations:

#32070: Positioned as a gate guardian at Skaraborg Wing (F 7) in Såtenäs.
#32085: Preserved within a museum at the former Hälsinge Wing (F 15) in Söderhamn.
#32127: Exhibited near the access road to Halmstad’s civilian terminal; this display comprises components from 32127, 32094, and following a 2019 overhaul, the aft section of 32035.
#32151: Displayed in a museum at the former Blekinge Wing (F 17) located in Kallinge.
#32197: Housed at the Swedish Air Force Museum in Linköping.
#32259: Serving as a gate guardian at the former Västgöta Wing (F 6) in Karlsborg.
#32284: Exhibited at the Estrella Warbirds Museum in Paso Robles, United States.
#32510: On view at the Österreichisches Luftfahrtmuseum near Graz airport, Austria.
#32512: Displayed in a museum situated at the former Göta Wing, now known as Aeroseum, Säve, Göteborg.
#32543: Presented at the Museum of Aeronautics and Astronautics (Madrid) (F 3) in Cuatro Vientos, Madrid, Spain.