Saab 35 Draken
| Industry | Aerospace, defense |
|---|---|
| Founded | April 1, 1937 in Sweden |
| Headquarters | Sweden |
| Products | Aircraft, including Saab 35 Draken fighter-interceptor |
Saab 35 Draken
The Saab 35 Draken (IPA: [²drɑːkɛn]; translated as The Kite, though it can also mean The Dragon)[Nb 1][1] is a Swedish fighter-interceptor developed and produced by Svenska Aeroplan Aktiebolaget (SAAB) over the period from 1955 to 1974. Initiated in 1948, the Draken was designed to replace the Saab 29 Tunnan day fighter and the Saab 32B Lansen all-weather night fighter, both then in development for the Swedish Air Force. Its distinctive feature was a pioneering double delta wing configuration, which was untested at the time. To validate this aerodynamic innovation, a smaller-scale experimental aircraft, the Saab 210, was constructed and flown. The full-scale Draken entered operational service with Swedish frontline squadrons on 8 March 1960.[2] Multiple variants were produced, predominantly serving as a fighter-interceptor.
Throughout the Cold War era, the Draken proved to be an effective supersonic fighter aircraft, although it never engaged in combat. While initially conceived primarily as an interceptor, it earned a reputation as a highly capable dogfighter relative to its contemporaries. The Swedish Air Force implemented several modernization programs on the platform, culminating in the advanced J 35J variant. By the mid-1980s, most Drakens had been superseded by the more sophisticated JA 37 Viggen. The subsequent introduction of the Saab JAS 39 Gripen was anticipated within ten years but faced delays. Due to budget reductions and escalating maintenance expenses, Sweden retired its Drakens by December 1999. Beyond Sweden, this aircraft was exported to Austria, Denmark, and Finland. After their service period ended, Danish Drakens were sold to the United States where they have been utilized as training platforms for test pilots.
Naming
The Swedish term "Draken" carries two interpretations, meaning either "The Dragon" or "The Kite". It is believed that the designation originated from the prototype's silhouette, which resembled a paper kite when viewed from above.
The numeral "35" is derived from the aircraft’s official Swedish Air Force classification: "flygplan 35" (abbreviated as fpl 35), translating to “aeroplane 35”. Depending on its designated role, the plane was assigned a prefix indicating its function, with "J 35" being the most common, standing for "jaktflygplan"—the Swedish term for a fighter aircraft.
Development
Following advancements in jet fighter technology post-World War II, Sweden anticipated the necessity for a supersonic interceptor capable of engaging hostile bombers at high altitudes as well as confronting enemy fighters. In September 1949, through the Swedish Defence Materiel Administration, the Swedish Air Force issued a new specification for a state-of-the-art interceptor designed to combat bomber aircraft within the transonic speed range. Initially, this requirement called for a maximum velocity between Mach 1.4 and Mach 1.5; however, by 1956 it was revised to Mach 1.7 to Mach 1.8 and later increased in 1959 to reach Mach 2.0.
The aircraft was required to be manned by a single pilot and capable of performing combat missions under all weather conditions, day or night. It had to operate from relatively basic airfields while carrying all necessary systems to effectively neutralize modern jet bombers. Unlike other interceptors of the era such as the US Air Force's Lockheed F-104 Starfighter, this fighter had to fulfill a unique Swedish role: it needed to operate from reinforced public roadways intended as wartime airbases. Additionally, it was essential that conscripted personnel with minimal training could refuel and rearm the aircraft within ten minutes.
SAAB began development efforts to fulfill these criteria. Initial research indicated that most challenges could be addressed using a delta wing design; however, achieving an aerodynamically optimal placement required extending the forward fuselage, resulting in excessive weight. The preferred solution became a double delta wing configuration—a novel and unproven concept at that time. To evaluate this design's characteristics, SAAB’s engineering team led by Erik Bratt and over 500 technicians built a scaled test aircraft.
This sub-scale experimental plane, known as the Saab 210 (officially flygplan 210), and colloquially called "Lilldraken" (the little dragon), was constructed in Sweden to test the double delta wing concept and completed its maiden flight on 21 January 1952. The positive outcomes from these trials prompted an order for three full-scale Draken prototypes. The first of these prototypes took flight on 25 October 1955 without an afterburner installed. According to aviation sources, an unusually rigorous flight testing program was conducted to validate the aircraft's exceptional speed capabilities, range, and complex systems. The second prototype, fitted with an afterburner, unexpectedly surpassed the sound barrier on its initial climb during its maiden flight.
In 1956, production commenced for the first operational variant of the Draken, designated J 35A. The initial production model took to the skies on 15 February 1958. On 14 January 1960, test pilot Erik Dahlström piloted the J 35B prototype as it reached Mach 2 for the first time. This aircraft was powered by a slightly modified British Rolls-Royce Avon Mk.48A engine (Swedish designation RM6BE), specifically engine number 3459.
Design
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The Saab 35 Draken is a fighter jet characterized by its unique double delta wing configuration. Flight International notes that distinguishing the fuselage from the wing can be challenging.[3] This design foreshadowed what would later be identified as a ‘blended wing-body’ concept. The fuselage features a circular cross-section, while the inner wing presents a broad chord surface extending nearly to the engine intakes. This arrangement allowed the omission of a tailplane, resulting in a streamlined and uncomplicated overall structure. The leading edge of the inner wing is swept back at an 80° angle to enhance high-speed capabilities, whereas the outer wing’s leading edge is angled at 60° to optimize low-speed handling.[4]
The cockpit instrumentation of the Draken was predominantly sourced from Swedish manufacturers.[5] Various upgrades were introduced in successive variants, including improvements to cockpit fittings such as an updated canopy and advanced avionics. For export versions, the aircraft was equipped with the Ferranti-produced Airpass II fire-control radar, which was capable of tracking multiple air-to-air and air-to-surface targets, as well as offering a ground-mapping mode integrated with navigation systems.[5] Typically, two separate radio sets were installed alongside a high-speed data link and dual navigation systems.[5] Since the control stick lacked inherent feedback, artificial forces were generated through a q-feel system. Additionally, the Draken featured a three-axis autopilot.[3]
The Draken’s fuselage was constructed in two bolted sections: front and rear.[3] The forward section, integral with the intake ducts and adjacent wing structure, housed the fire-control radar, cockpit, nose undercarriage, integral fuel tanks, and various systems. The rear segment, produced as a single unit together with the inner wing, contained the engine and afterburner, bag-type fuel tanks, armament, main landing gear, and other essential systems.[3] Flight control surfaces included a rudder plus both inboard and outboard elevons; the outer elevons were equipped with mass-balance weights.[3] Each control surface was actuated by tandem hydraulic jacks connected to independent circuits. To save weight, these hydraulic systems operated at a line pressure of 210 kp/cm2 (20.6 MPa),[6] more than twice that found in the earlier Saab 29 Tunnan.[3]
Propulsion came from a single Svenska Flygmotor RM6B/C turbojet engine, which was a licence-produced version of the Rolls-Royce Avon 200/300 series (also known as Avon Mk.48A and Mk.60).[7] An emergency power supply was provided by a ram turbine located beneath the nose, while an integrated emergency starter was also fitted within the engine. To assist in reducing landing roll when necessary, the Draken included a drogue parachute.[8] Its primary armament was externally mounted; up to four AIM-9 Sidewinder air-to-air missiles could be carried on hardpoints beneath both wings and fuselage. Alternative loadouts included various bombs and rockets, along with options for installing two 30 mm cannons inside each inboard wing panel. If cannons were not fitted, additional fuel tanks could occupy this space.[7] For reconnaissance roles, different camera pods could be mounted under the fuselage.[5]
Stability Challenges
At the outset of its operational life, the J 35 faced difficulties stemming from limited understanding of its then-novel tailless double delta wing design. The inherent instability of this wing configuration complicated landings on early variants, requiring pilots to manually stabilize the aircraft during touchdown.[9] Furthermore, this wing layout made the aircraft susceptible to entering a "super stall"—an uncontrollable aerodynamic stall occurring at elevated alpha values typical for certain wing designs.[9] To mitigate this hazard, pilots received specialized training aimed at avoiding super stalls, which eventually led to the creation of the cobra maneuver. This technique involves deliberately inducing a controlled super stall by increasing alpha sharply, then swiftly reducing it to recover from the stall.[10] During this maneuver, the airframe briefly acts as an air brake, causing a rapid deceleration.
The Swedish Air Force pioneered the discovery and refinement of the cobra maneuver, dubbing it kort parad (meaning "short parry") after a fencing move known in English as ‘beat parry’. Initially developed as a training exercise to counteract super stalls, the maneuver also found tactical application in combat by forcing pursuing fighters to overshoot, enabling a swift counterattack or riposte.[10][11][12]
Service Record
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Deliveries of the J 35A Draken to the Swedish Air Force began in late 1959, with fighter wing F13 at Norrköping becoming the first operational unit to receive them.[7] In March 1960, F13’s Drakens took part in an intensive three-day exercise involving continuous day and night sorties under a state of "highest readiness". Flight International reported that the aircraft's introduction was "very smooth," highlighting satisfactory scramble and turnaround times.[7] By year-end 1960, multiple wings had been equipped with Drakens and declared operational.[7]
Though primarily designed as high-altitude interceptors rather than dogfighters, the J 35 demonstrated impressive agility and speed across all altitudes, establishing itself as a highly capable fighter plane. The initial variants focused exclusively on air defense roles. To facilitate pilot transition to this new platform, Saab developed a limited number of twin-seat J 35C trainers, with the first completed in December 1959.[7] In 1959, an enhanced air defense model designated J 35B was introduced featuring upgraded performance and systems compared to the J 35A. Improvements included a more powerful engine with an enlarged afterburner, redesigned rear fuselage, Saab’s own S-7 collision-course gunsight combined with fire-control radar, and integration into Sweden's STRIL 60 air defense network.[13]
Saab produced a total of 651 Drakens. The Swedish fleet consisted of six distinct variants, while two additional versions were marketed internationally. The final production model was the J 35F—the last variant maintained in Swedish service before being upgraded to J 35J standard. Export customers included Denmark[14] and Finland.[14] In May 1985, Austria acquired 24 refurbished J 35Ds from Saab.[15]
Throughout its lifespan, the Draken underwent several modernization efforts. The final upgrade yielded the J 35J version in the late 1980s; by this time, most Swedish units had transitioned to the Saab 37 Viggen. The J 35J program served mainly as a service life extension amid delays in delivering the new Saab JAS 39 Gripen. Although intended to keep Drakens operational into the early 21st century, budget constraints and escalating maintenance costs led to their retirement from Swedish service by December 1999. Nevertheless, some airframes continue limited use in military and civilian capacities.[16]
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While all Drakens primarily served as interceptors with minimal air-to-ground roles, Danish-operated Drakens uniquely fulfilled strike missions. These Danish variants could carry mixed payloads including AGM-12 Bullpup air-to-ground missiles, electronic warfare equipment, and expanded internal and external fuel tanks. They were also the heaviest among all series flown.[17] The Danish fleet retired their last J 35s in 1993.[18]
During the 1990s, Finland modernized its fleet of J 35XS aircraft with updated avionics suites including cockpit displays, navigation and attack systems, as well as electronic countermeasures before retiring them in favor of F/A-18 Hornet jets by 2000.[19]
Austria was the last nation operating Drakens in active military service. The first refurbished J-35Ö models were delivered to the Austrian Air Force by 1987.[20] Initially equipped only with two 30mm air-to-air cannons due to restrictions under the Austrian State Treaty of 1955, these proved insufficient for defense needs. Following increased airspace violations during the early stages of the Yugoslav Wars, Austria declared that treaty provision obsolete after the fall of the Iron Curtain. Consequently, in 1993 Austria signed an agreement with Sweden for acquiring AIM-9 Sidewinder missiles. Later deliveries included upgraded AIM-9P-5 variants from Loral Corporation.[21] Austrian Drakens were phased out in 2005 and replaced by former Swiss Air Force Northrop F-5 Tiger II jets pending eventual introduction of Eurofighter Typhoon aircraft.[22]
In the United States, six ex-Danish Drakens were operated by the National Test Pilot School (NTPS) until their retirement in 2009.[23]
List of prototypes and experimental aircraft
Over time, numerous prototypes and experimental versions of the Saab 35 have been developed. While some served as initial models for new variants, others functioned as testing platforms for different aircraft systems.
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- Fpl 210 "Lilldraken"
- Flygplan 210 (fpl 210; meaning "aircraft 210"), commonly referred to as Lilldraken (Little Kite), was a downsized experimental model designed to validate the double delta wing design. Although not technically a Draken variant, it is included here as the precursor in the prototype series.
- This aircraft existed in two configurations:
- Fpl 210A – featured air intakes located on the nose
- Fpl 210B – air intakes repositioned to the fuselage sides
- Fpl 35-1 "Stordraken"
- The first full-scale prototype, Fpl 35-1, nicknamed Stordraken (Big Kite), was powered by an original Rolls-Royce Avon Mk.21 (RM5A) engine without afterburner and was unarmed.[24]
- Fpl 35-2
- The second full-size prototype closely resembled the Fpl 35-1 and remained unarmed. It was primarily used for evaluating ejection seat systems among other tests, including trials involving a tailhook.[24]
- Fpl 35-3
- The third prototype marked the introduction of cannon armament on this series.[24]
- Fpl 35-4
- This model served as the production prototype for the Saab 35A variant.[24]
- Fpl 35-5
- Constructed according to Saab 35A-series specifications, this aircraft was equipped with an original Rolls-Royce Avon Mk.48A (RM6BE) engine and incorporated the afterburner and tail design found on the J 35A1 (Adam short) version. Subsequently, it was upgraded to Saab 35D standard and acted as the demonstrator for the Saab 35H during Swiss evaluation trials.[24]
- Fpl 35-6
- Initially the production prototype for the Saab 35D, this aircraft later also functioned as the prototype for the Saab 35F.[24]
- Fpl 35-7
- Designed for testing within the Saab 35F-series, this aircraft was outfitted with specialized recording instruments.[24]
- Fpl 35-8
- Another testbed for the Saab 35F-series, this model retained an earlier cabin design without bird-proofing. It was utilized in trials involving rb 28 missiles and subsequently for evaluating various radio systems.[24]
- Fpl 35-9
- Also featuring an earlier non-bird-proof cabin, this test aircraft supported ground-based evaluations among other uses within the Saab 35F-series.[24]
- Fpl 35-10
- Originally built as a J 35A series aircraft but modified later to align with Saab 35B-series standards, this test plane had its outer wings replaced with those from the Saab 37 Viggen strike fighter during its service life. It was employed for trials involving the Rb 05 (then RB 305) air-to-ground missile.[24]
- Fpl 35-11
- A test aircraft based on the Saab 35B-series, it participated in numerous Saab 35F evaluations featuring mockups of rb 27 and rb 28 missiles. Additionally, some electronic systems intended for the Saab 35D were tested here. Its final role involved electronic countermeasure trials for the Saab 37 Viggen strike fighter.[24]
- Fpl 35-12
- Closely resembling Fpl 35-11, this aircraft was used to test various components applicable to both Saab 35D and Saab 35F variants.[24]
- Fpl 35-13
- A test platform dedicated to the Saab 35D series, from 1967 onwards it conducted evaluations of multiple countermeasure types intended for use on the Saab 37 Viggen strike fighter.[24]
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Saab 35A (Adam)
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The fighter model known as the J 35A (Adam) comprised a total of 90 units (serial numbers 35001–35090), including prototypes,[25] delivered between March 1960 and December 1961.[26] Initial procurement included an order for 29 J 35As on August 24, 1956, followed by an additional batch of 60 on February 7, 1958.[26] The first 40 aircraft received in 1960 were equipped without radar or gunsight; this was rectified during 1961,[27] resulting in a total of 65 Adam units fitted with radar and gunsight.[28] Between April 1961 and August 1962, twenty-five Adams were converted into Saab 35C unarmed two-seat trainers.
Powering the Saab 35A was a licensed Rolls-Royce Avon Mk.48A engine from the Avon 200 series, designated RM6BS[Abbr 1] in Sweden,[29] manufactured by SFA (now Volvo Aero), equipped with a domestically developed afterburner. The J 35A featured two main afterburner variants, which defined its subtypes:
- J 35A1 (J 35 A:1) / J 35A kort (short) – this initial model incorporated a short afterburner (EBK65)[Abbr 2] and a shorter tail section.[30] Commonly referred to as Adam kort (Adam short). A total of 65 were produced.[25][31]
- J 35A2 (J 35 A:2) / J 35A long (long) – this later variant featured an extended tail to accommodate a new afterburner type (EBK66) that provided enhanced thrust.[30] Known as Adam lång (Adam long), this design unexpectedly reduced aerodynamic drag but necessitated the addition of a retractable tail-wheel.[30][25] Twenty-five units were built.
The radar system installed on the J 35As was the French-made Cyrano RA 423[Note 1][33] produced by Thompson-CSF[34][35] and designated PS-02/A in Sweden.[36] This choice was made because the intended Swedish radar system PS-03 from LME was not ready in time. The aircraft’s gunsight was an advanced gyro gunsight developed by Saab for both the Saab 32B and Saab 35A models, known as S-6[Abbr 3] and later updated to S-6B.[36] This sight utilized input from the aircraft’s yaw and pitch sensors along with other data to provide precise aiming. Range information could be sourced from the radar or manually set by the pilot.[9]
Armament on the J 35A included two fixed-wing mounted ADEN cannons measuring 30 mm caliber each (Swedish designation: 30 mm akan m/55[Abbr 4]), with an ammunition capacity of ninety rounds per gun. For external stores, the aircraft featured nine hardpoints—eight positioned beneath the wings and one under the fuselage. Six wing hardpoints were allocated for carrying high-explosive air-to-ground rockets, specifically the 13.5 cm srak m/56[Abbr 5].[37] The remaining two wing stations could be equipped with AIM-9B Sidewinder air-to-air missiles, designated rb 24 in Sweden[Abbr 6].[37] Rockets and missiles were never carried simultaneously on wing pylons. The belly hardpoint was capable of mounting either two rb24 Sidewinders or a single drop tank with a capacity of approximately 530 liters.[37]
Saab 35B (Bertil)
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The fighter variant known as the J 35B (nicknamed Bertil) comprised 73 units (serial numbers 35201–35273), including prototype aircraft,[24] produced and delivered from February 1962 through March 1963.[38] Originally, the designation was intended to be J 35B1, but this was simplified to J 35B in January 1960.[28] On February 28, 1958, an order was placed for 72 J 35B1 aircraft. Of these, 25 were planned to be fitted with Saab 35A front fuselage sections salvaged from the Saab 35C conversions, adapted to meet J 35B specifications.[26]
Manufacturing complications caused delays in delivering some J 35B components, which meant that initial deliveries included only a partial complement of the intended avionics.[39] Historically, this led to two main sub-variants of the J 35B:
- J 35B′ – the original day fighter configuration of the J 35B.[39] This variant lacked radar and was equipped with outdated Ferranti gyro gunsights salvaged from decommissioned Saab J 29A and B models,[39] known as Reflexsikte 4E/35.[28][40] These were designated J 35B′ (prime, Swedish: prim) to signify their incomplete status.[39] Some references alternatively label these as J 35B1.[38][28] Despite lacking radar, they were fully armed with cannons, rockets, and missiles and compatible with STRIL 60.[39] A total of 72 units were built between February 1962 and March 1963.[38]
- J 35B – the upgraded all-weather fighter variant equipped with enhanced systems.[28][39] This model featured a PS-03/A radar and S-7A-2 radar gunsight, along with the originally intended avionics suite. Sixty-nine aircraft were converted from existing J 35B′ (prim) airframes between 1964 and 1966. The conversions took place at Saab facilities from 1964 to early 1965,[38] with re-deliveries occurring between January 1965 and June 1966.[28]
Structurally, the Saab J 35B shared its airframe with the J 35A2 and retained the same powerplant—the RM6BS engine paired with an EBK66 afterburner.[39][29] However, unlike the J 35A, the J 35B was fully integrated into Sweden's STRIL 60 command and control system for air defense. It was also the first Swedish fighter to incorporate a 'control data system' (Swedish: styrdatasystem), enabling digital transmission of orders from ground control directly to the aircraft’s onboard computers. This allowed pilots to review instructions multiple times without relying on memory alone.[41]
The radar installed on the J 35B was a domestically developed PS-03/A unit by LME,[40] representing a significant advancement over the French PS-02 radar used on the earlier J 35A.[42] The aircraft’s gunsight was an advanced radar-assisted model developed by Saab for use on both the J 35B and J 35D variants, designated S-7A-2.[40] This system utilized input from various sensors including measurements of yaw and pitch axes as well as data from the PS-03/A radar.[42] It was optimized for frontal attacks employing air-to-air rockets,[42] a capability absent in the earlier J 35A.[28] Armament largely mirrored that of the J 35A but featured fixed wing-mounted m/55 ADEN cannons with increased ammunition capacity—100 rounds per gun—and introduced compatibility with new m/57 srak[43] air-to-air rockets. These rockets were launched from Rakkaps m/57[Abbr 7][43] rocket pods mounted in pairs beneath the fuselage on Sidewinder pylons, each pod holding nineteen rockets.[44][45]
Saab 35C (Cesar)
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The SK 35C (Cesar) represents the twin-seat trainer model. The prefix Sk refers to 'skolflygplan' (trainer aircraft).[Abbr 8] A total of 25 units (serials 35801–35825)[25] were converted from J 35A1s (Adam kort) between April 1961 and August 1962 by reconstructing the aircraft’s forward section,[28] excluding the prototype (35800) which first flew on 30 December 1959 and remained under Saab’s private ownership.[24][46] Initially, this variant was intended to be called J 35C, but it was redesignated as "SK 35C" in January 1960.[28] The order for the twenty-five SK 35C front fuselage sections was placed on 24 August 1956.[26]
The Cesar model was unarmed; however, its minor modifications allowed easy reversion to J 35A standards if required. Notably, the prototype (35800) served as a testbed for the Rb 05 air-to-ground missile.[47]
Saab 35D (David)
The J 35D (David) was a fighter variant with a production run of 120 aircraft (serials 35274–35393)[25] delivered over three batches between May 1963 and April 1965.[28] Originally planned as J 35B2, this designation was changed to J 35D in January 1960.[28] An initial order for sixty-two J 35B2 units was placed on 15 November 1958, with an additional planned order of sixty aircraft intended for conversion into S 35B2 (S 35E) reconnaissance variants in November 1960.[26] Ultimately, only thirty J 35D series one units were converted to S 35E standard after initially serving as fighters from May 1963 to January 1964.[48]
Manufacturing challenges caused delays in delivering some J 35D subsystems, resulting in the first two series being equipped with incomplete avionics installations.[48] The third series arrived fully outfitted with the planned avionics suite, creating two primary early sub-variants:[48]
- J 35D1 – This initial day fighter lacked radar but utilized older Ferranti Reflexsikte 4E/35 gyro gunsights salvaged from decommissioned Saab J29A and B aircraft.[40] Despite lacking radar, it retained full armament including cannons, rockets, and missiles, and was compatible with STRIL 60. Thirty units were delivered in series one between May 1963 and January 1964 before being converted to S 35E; an additional twenty-four units arrived as series two from January to May 1964.[48]
- J 35D2 – Representing the subsequent all-weather fighter version, this sub-variant featured PS-03/A radar and S-7A-2 radar gunsight along with the complete originally intended avionics package.[48][40] Sixty-six aircraft were delivered as series three between June 1964 and May 1965.[48] Remaining J 35D1 models from series two underwent upgrades to D2 specifications during 1967–68 at CVV Hässlö and various air units. After these modifications, the D1 and D2 suffixes were discontinued in favor of simply J 35D.[49]
The Saab 35D differed significantly from earlier variants. It was powered by a substantially more powerful Rolls-Royce Avon Mk.60[29] (Avon 300 series)[50], license-built by Svenska Flygmotor AB (now Volvo Aero), equipped with a Swedish-developed EBK67 afterburner,[29] capable of producing thrust up to approximately 77.3 kN when engaged. The David also carried an increased internal fuel load to extend operational range and featured two belly hardpoints able to carry two external drop tanks of 500 liters each—an enhancement over the single larger drop tank used on earlier versions such as the Saab 35A, B, and C.[51] Despite its higher fuel capacity, it remained the fastest Draken variant, capable of sustaining acceleration until fuel depletion.[52]
Regarding weaponry and avionics, the J 35D closely resembled the J 35B. It was fully integrated into Sweden’s STRIL 60 command and control system and included a 'control data system' enabling reception of digital commands from ground stations. Its radar suite comprised the PS-03/A radar paired with an S-7A-2 radar gunsight—the same equipment found on the J 35B.[40] Armament initially matched that of the J 35B: two wing-mounted ADEN cannons (akan m/55) firing thirty-millimeter rounds with a hundred rounds per gun; four internal hardpoints—one under each wing and two beneath the fuselage—for air-to-air ordnance; plus six external hardpoints dedicated to air-to-ground rockets. In addition, starting in 1977, a new high-explosive anti-tank rocket designated as the 14.5 cm psrak m49/56 became available,[43] which was essentially an upgraded version of the earlier 13.5 cm m/56 rocket fitted with a larger warhead.Cite error: The opening <ref> tag is malformed or has a bad name A year later in 1978, an updated air-to-air missile—the AIM-9J Sidewinder (Swedish designation rb 24J)—was introduced,[53] later enhanced with an Ericsson laser proximity fuse rendering it comparable to the AIM-9P-3 variant.Cite error: The opening <ref> tag is malformed or has a bad name Notably, the J 35D marked the final Swedish Draken iteration equipped with dual cannon armament.
Saab 35E (Erik)
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The reconnaissance variant of the Saab 35D was designated as the S 35E (Erik).[Abbr 9] A total of 60 units (serials 35901–35960), including prototypes, were manufactured in two production batches between 1963 and 1968.[25] Initially, this model was intended to be called S 35B2, but the designation was changed to S 35E in January 1960.[28] In 1958, the Swedish Air Force planned to procure 60 J 35B2 (later J 35D) fighters in November 1960, with the intention of converting them into S 35B2 (S 35E) reconnaissance aircraft subsequently.[26] Ultimately, 30 S 35E units were built as new aircraft (35902–35931) and delivered from July 1965 through May 1966 as the first series. Meanwhile, another 28 S 35Es were converted from J 35D airframes (35932–35959) and handed over between October 1966 and January 1968 as the second series.[54] Additionally, two further conversions from Davids—S 35E (35901) and S 35E (35960)—were completed but never delivered to the Swedish Air Force.[55][56]
The Saab 35E shared nearly identical airframe and propulsion components with the J 35D, including the RM6CS engine and EBK67 afterburner.[54][29] However, it was distinct in that it lacked both armament[57] and radar equipment to accommodate nine Vinten cameras—five positioned in the nose and four within the fuselage—some arranged vertically and others at an angle.[57] To enhance survivability, the aircraft was equipped with a radar warning receiver and could carry a countermeasure pod known as Kapsel KB under its wings, which dispensed chaff and flares.[58] The platform featured four primary external hardpoints—one beneath each wing and two on the fuselage belly—for ordnance or equipment. For extended missions, up to four auxiliary fuel tanks could be mounted on these points. Night operations enabled installation of an active infrared reconnaissance pod developed by EG&G, attached to a belly hardpoint.[54]
Saab 35F (Filip)
The fighter variant known as J 35F (Filip) was produced between 1965 and 1972, totaling 230 aircraft.[59] This model featured upgraded avionics and electronic systems, including integrated radar, targeting, and missile control capabilities. It introduced compatibility with both semi-active radar homing (SARH) and infrared homing (IR) versions of the Hughes Falcon missile—the rb27 (HM-55 / AIM-26B export version) and rb28 (HM-58 / AIM-4C export version)—originally designed for the J 35D. To accommodate additional avionics equipment, the left-side cannon was removed; however, ammunition capacity for the right cannon was increased to a total of 120 rounds as compensation.[60]
There were two main subvariants of the J 35F:
- J 35F1 – The initial production model lacking an infrared search and track sensor beneath the nose.
- J 35F2 – An updated version featuring a Hughes N71 infrared search and track sensor ("IR-spanare 71N") installed under the nose. Production changes incorporating this sensor began with airframe no. 35501. During the early 1980s, Hawé modifications I & II were applied to P/S-01/011 radar sets to enhance their resistance against electronic countermeasures.[61]
Saab 35G (Gustav)
The attack-oriented variant was designated J 35G (Gustav). There was a plan to convert approximately 70 J 35D aircraft into this version, but the initiative was terminated early in its development.[28]
This Gustaf model was intended to be equipped with the Saab Rb 05 air-to-ground missile, enhancing its strike capabilities.[28]
Saab 35J (Johan)
The fighter variant known as J 35J (Johan) emerged following a 1985 decision by the Swedish government to upgrade 67 J 35F2 aircraft to this standard.[62][63] These upgrades extended the service life, introduced advanced avionics, updated the cannon system, and added two extra hardpoints beneath the engine intakes for additional AIM-9 Sidewinder missiles (referred to as balk G, "pylon G"). Furthermore, the external fuel capacity was increased. The modernization process occurred between 1987 and 1991.[62] The last operational flight of a J 35J took place in 1999.[64]
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J 35J featuring G-pylons installed below the intakes.
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Pylon G (balk G) equipped with an inert rb 24J (AIM-9J/P-3) missile.
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The Hughes N71 IRST system (IR-spanare 71N) mounted on the J 35J.
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Proposed modifications
Prior to the decision in the 1970s to develop the JAS 39 Gripen, evaluations were conducted on upgrading low flight-hour J 35F airframes.
- 35 MOD Level 1b – This essentially became the J 35J variant.
- 35 MOD Level 4 – Representing the most ambitious upgrade proposal, it included plans for redesigned outer wings, additional weapon attachment points, integration of RBS 15 missile capability, installation of canards near the air intakes to enhance maneuverability, and an increase in maximum takeoff weight to 15,000 kg.
Export variants
Efforts to market the Saab 35 internationally began even before its development concluded in Sweden. In the late 1950s, Saab offered the aircraft to several air forces including those of West Germany, Austria, and Switzerland.[65]
Saab 35H (Helvetia)
The Saab 35H (nicknamed Helge) was a proposed export model based on the J 35D tailored for the Swiss Air Force in 1958. The letter H derives from Helvetia, Switzerland's Latin name. One demonstrator was created from the Fpl 35-5 prototype. This version competed but ultimately lost to the Dassault Mirage IIIS. No units were sold or delivered. The procurement process for the Mirage III faced significant issues including budget overruns that led to a scandal causing resignations of top Swiss military and government officials. During evaluation flights, the Saab 35H exhibited a climb rate superior by approximately 20–40% compared to the Mirage III and required a takeoff distance about one-third shorter.[66]
Saab 35X (Export)
The Saab 35X series, also known as Xerxes, encompassed export-oriented variants of the J 35D and J 35F models that Saab marketed during the 1960s through the 1980s. The letter X denotes export versions. These aircraft were proposed to several nations: Belgium in 1967, Argentina in 1968, Venezuela in 1969, Chile in 1971, Singapore in 1975, Tunisia in 1976, and Malaysia in 1980. Ultimately, none of these countries proceeded with a purchase of the Saab 35.[65]
Saab 35XD (Export Danmark)
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The Saab 35XD (Xerxes David) was a fighter-bomber export variant derived from the Saab 35F, tailored for the Royal Danish Air Force. Here, X signifies export and D refers to Denmark. In the competition held in 1968, it was selected over both the Mirage III and the Northrop F-5.[67]
Three distinct versions of the Saab 35XD were manufactured, all sharing comparable weapons capabilities:
- F-35 (Saab A 35XD) – a single-seat attack model; production totaled 20 units
- RF-35 (Saab S 35XD) – a single-seat reconnaissance variant featuring a camera-equipped nose akin to that of the Saab 35E. This version was not compatible with the AGM-12B Bullpup missile.[68] Also produced in a quantity of 20
- TF-35 (Saab SK 35XD) – a two-seat trainer version equipped with only one cannon; total of 11 built (initially six, followed by five more)
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F-35 Draken (pre-WDNS)
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RF-35 Draken (pre-WDNS)
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TF-35 Draken (pre-WDNS)
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F-35 Draken (post-WDNS)
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RF-35 Draken (post-WDNS)
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TF-35 Draken (post-WDNS)
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Following their initial acquisition, Denmark expressed interest in expanding their fleet by adding a third and fourth squadron of Saab 35XDs—amounting to between 23 and 46 additional aircraft—with pricing details provided on August 14, 1970. Discussions persisted into spring 1971, culminating in an offer dated May 1, 1971. Danish priorities included integrating an LME-produced SAX 500 radar system, an advanced navigation suite, and an effective weapons aiming apparatus such as Saab’s BT-9. Nevertheless, reductions within the Danish Air Force during the winter of 1970–71—scaling down from seven squadrons to four—precluded procurement of these additional jets.[69]
The Saab 35XD underwent extensive modifications to fulfill its fighter-bomber role; notably, its outer wings were completely redesigned compared to Swedish variants. It featured nine hardpoints altogether and was capable of carrying a diverse range of NATO-standard munitions totaling up to 10,000 lb (4,535.92 kg), including bombs, Mighty Mouse rockets, and AGM-12B Bullpup missiles.[70] For air-to-air defense, it was armed with twin 30 mm ADEN cannons and could be fitted with two AIM-9B Sidewinders[70]—later upgraded to AIM-9N-2 variants—mounted on the outermost hardpoints.[71] Unlike its Swedish counterparts, this model lacked radar equipment and instead featured a counterweight installed in the nose section. However, it incorporated Saab’s BT-9R ballistic computer,[67] which supported both bomb and rocket deployment as well as enabling toss bombing maneuvers.
Throughout the 1970s, Danish Drakens received upgrades including new altimeters and US-made ALR-45 radar warning receivers—later replaced by ALR-65 units—and tail-mounted dispensers for chaff and flare countermeasures. The following decade brought the WDNS (Weapon Delivery and Navigation System) modernization program. This included installation of a Marconi Series 900 HUD and a Ferranti LRMTS laser rangefinder/target designator requiring a redesigned nose identical to that used on the RF-35 but without side camera windows. Electronic warfare capabilities were enhanced through addition of ALR-69 radar warning receivers featuring six antennas on the vertical stabilizer, two on each wingtip, and two beneath the nose. The aircraft also gained compatibility with ALQ-162 jammer pods mounted under the wingtips. Completed by 1986, this upgrade elevated weapon delivery and navigation precision to levels comparable with those found on the Danish Air Force’s fleet of General Dynamics F-16 Fighting Falcons.[67] At some point during their operational tenure, Danish Drakens lost compatibility with AGM-12B Bullpup missiles.[71]
Saab 35FD (Filip Danmark)
After the 1971 cancellation of additional Danish 35XD aircraft orders, Saab proposed to the Danish Air Force two cost-effective Draken ground attack variants derived from the Saab 35F, designated FD (short for Filip Denmark). These were adapted roughly to the 35XD specifications but featured only six pylons (positions 1, 3, and 6).
- Saab 35FD LÅG ("low") – a single-seat attack model tailored for Denmark, based on the Saab 35F, offering capabilities comparable to the early F-35 versions.
- Saab 35FD HÖG ("high") – a single-seat attack variant for Denmark, also derived from the Saab 35F, equipped with a Weapon Delivery and Navigation System (WDNS) akin to that found on later F-35s.
Both variants could be fitted with an Ericsson PS-01 radar similar to that installed on the Swedish J 35F. Their operational radius was approximately 238 nautical miles when carrying two AIM-9 missiles and two 500-liter drop tanks (Swedish configuration) with a 10% fuel reserve. In a fighter-bomber setup, the range was about 221 nautical miles while carrying four Mark 82 Snake Eye bombs and two 1275-liter drop tanks (Danish configuration), also with a 10% fuel reserve.
The Saab 35FD program was ultimately terminated in October 1971 without any aircraft being procured. Nevertheless, on April 10, 1979, Saab offered the Danish Defence Command a renewed proposal involving used J 35F airframes converted into 35FD models. By this time, however, Denmark had already finalized a contract for the F-16, resulting in no further interest.
Saab 35XS (Export Suomi)
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The Saab 35XS (nicknamed Xerxes Sigurd) was an export interceptor variant of the Saab 35F developed for the Finnish Air Force. The "X" denotes export, while "S" stands for Suomi—the Finnish name for Finland. This model was part of a broader Finnish-Swedish cooperative initiative beginning in 1970 to equip Finland’s air force with Saab Draken fighters. Sweden supplied secondhand J 35F1s, J 35Bs, and SK 35Cs, while Saab produced the Saab 35XS kits in Sweden for licensed assembly by Valmet in Finland. Valmet was also licensed to manufacture spare components.
In Finnish service, these aircraft received the designation DK (derived from Draken), although operationally they retained Swedish designations without prefixes but with an added "S" suffix—for example, 35BS, 35CS, and 35FS. The exception was the Saab 35XS itself, simply labeled 35S. Occasionally, a third letter was appended to indicate specific variants (e.g., DKS for "35S"). Alongside adopting the Saab Draken, Finland procured Swedish-made Falcon missiles: rb 27 (Hughes HM-55) and rb 28 (Hughes HM-58), designated as 7S and 8S, respectively.
The Finnish Air Force operated these Saab Draken models:
- DKB / 35BS – former Swedish J 35B interceptors sold to Finland; eight units acquired and primarily used as advanced trainers except one utilized for mechanic instruction; these flew without missile armament.
- DKC / 35CS – ex-Swedish SK 35C two-seat trainers transferred to Finland; five units served as trainers.
- DKF / 35FS – ex-Swedish J 35F1 interceptors sold to Finland; twenty-four units employed as frontline fighters.
- DKS / 35S – purpose-built export version of the Saab 35F for Finland; twelve aircraft manufactured by Saab and assembled under license by Valmet.
The initial batch of secondhand Saab Drakens entered Finnish service in 1972. The first license-assembled Saab 35XS—designated DK-201—was completed by Valmet on March 12, 1974. Test flights of this model were conducted by Swedish Saab test pilot KG Liljeqvist.
Distinctively among Saab Drakens, Finnish DKS and DKF aircraft were occasionally armed with Soviet R-13M missiles. By the mid-1980s, both DKF and DKS variants had been upgraded with additional pylons matching those of the Swedish J 35J. Furthermore, by 1993 the DKS models were equipped with countermeasure systems including two Saab BOY 402 dispensers capable of deploying flares, chaff, and expendable active decoys (EAD).
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Finnish DKS fitted with Soviet R-13M missile.
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"8S" Falcon missile (Hughes HM-58) mounted on Finnish DKS.
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Countermeasure dispenser Saab BOY 402 installed on Finnish DKS.
Saab 35XV (Venezuela Export)
The Saab 35XV (Xerxes Viktor) represented a specialized export model of the J 35D, which Saab proposed to Venezuela in 1971. The designation 'X' denotes export, while 'V' refers to Venezuela. Venezuela had expressed interest in the Saab 35 as early as 1966, and in 1971, the Draken underwent evaluation flights in Venezuela alongside the French Dassault Mirage III and British English Electric Lightning fighters.
On 23 April 1971, the Venezuelan Air Force submitted a procurement proposal for three Saab 35 variants:
- Saab 35G1 – a single-seat fighter variant comparable to the Saab 35F; six units were included in the proposal
- Saab 35G2 – a single-seat attack aircraft derived from the Saab 35XD but lacking additional internal fuel tanks; twelve units offered
- Saab 35GT – a two-seat trainer variant; two units proposed
Additionally, the offer featured a modified version of the Saab 105XT named Saab 105G, with a proposal for twenty-four units. The package also encompassed an initial weapons suite comprising Falcon missiles, bombs, rockets, and cannon ammunition, alongside 'Product Support' services and supplementary equipment such as weapons pylons and drop tanks.
Following budgetary constraints, the Venezuelan proposal was revised to request only fifteen Saab 35s and fifteen Saab 105s. Ultimately, the entire acquisition plan was abandoned due to pressure and interference from the United States.
Saab 35Ö (Austria)
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The Saab 35Ö (also known internationally as Saab 35OE) was an export adaptation of the Saab 35D tailored for the Austrian Air Force. The suffix Ö represents Austria (Swedish: Österrike, German: Österreich). Since Austria does not maintain a formal aircraft designation system, this model received the designation J 35Ö locally. The 'J' prefix traces back to Austria's operation of the Saab J 29F during the 1960s. Similarly, their version of the Saab 105 was designated J 105Ö. In the mid-1980s, Saab reacquired twenty-four J 35D units from the Swedish Air Force and converted them into the Saab 35Ö configuration for Austrian service.
The Saab 35Ö closely matched the specifications of the Saab 35D but incorporated an upgraded bird-resistant cockpit design borrowed from the Saab 35F. Although Austria was offered the Saab 35F model, restrictions prohibiting missile use after World War II made choosing a version with a single cannon less advantageous compared to the D model equipped with dual cannons. However, it soon became evident that missile capability was essential for Austrian air defense. Following geopolitical changes such as the collapse of the USSR and conflicts like the Yugoslav Wars, Austria received authorization to deploy missiles and subsequently integrated various versions of the AIM-9 Sidewinder, including the AIM-9P-3.
In 1992, Austrian Drakens underwent modernization that added radar warning receivers (RWR), chaff and flare countermeasure systems, and upgraded AIM-9P-5 all-aspect missiles. This enhancement program was developed in cooperation with Denmark’s Royal Danish Air Materiel Command FMK (Flyvematerielkommandoen), featuring systems visually similar to those installed on Danish WDNS Drakens. The upgrade work was conducted by Valmet in Finland. This iteration is frequently referred to as J 35Ö mark 2, with alternative spellings such as J 35Ö Draken MK2 or J-35 Oe Draken Mk.II.
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Data
Main reference: Widfeldt (1995).
| Specification | J 35A1 | J 35A2 | J 35B | SK 35C | J 35D | S 35E | J 35F | J 35J | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Cockpit seats | Single | Dual | Single | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Length | 15.207 m (49.89 ft) | 15.34 m (50.33 ft) | 15.207 m (49.89 ft) | 15.34 m (50.33 ft) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Wingspan | 9.42 m (30.9 ft) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Wing area | 49.22 m2 (529.8 sq ft) |
- |
Tail height | colspan=4 align=center rowspan="1" style="vertical-align:middle;" |
3.869[convert: needs unit name] |
colspan=4 align=center rowspan="1" style="vertical-align:middle;" | |
- |
Radar type | colspan=2 align=center PS-02/A | PS-03/A | – | PS-03/A | – | colspan=2 align=center PS-011/A |
- |
Weapons sight | colspan=2 align=center "6B" | "7A" | – | "7A" | – | colspan=2 align=center "7B" |
- |
Empty weight | colspan=3 align=center [convert: needs a number] | {{convert{6792 kg to lb -2 abbr=yes}}} | {{convert{7265 kg to lb -2 abbr=yes}}} | {{convert{7311 kg to lb -2 abbr=yes}}} | {{convert{7425 kg to lb -2 abbr=yes}}} | {{convert{7422 kg to lb -2 abbr=yes}}} |
- |
Maximum take-off weight (MTOW) | {{convert{10089 kg to lb -2 abbr=yes}}} | {{convert{10189 kg to lb -2 abbr=yes}}} | {{convert{10508 kg to lb -2 abbr=yes}}} | {{convert{10089 kg to lb -2 abbr=yes}}} | {{convert{11864 kg to lb -2 abbr=yes}}} | {{convert{11973 kg to lb -2 abbr=yes}}} | {{convert{11914 kg to lb -2 abbr=yes}}} | {{convert{12430 kg to lb -2 abbr=yes}}} |
- |
Maximum speed | colspan=4 align=center style="vertical-align:middle;" |
{{convert{1900 kph to mph abbr=yes}}} |
colspan=2 align=center style="vertical-align:middle;" | Mach 2.0 |
- |
Required runway length (dry) | colspan=4 align=center style="vertical-align:middle;" |
{{convert{810 m to ft abbr=yes}}} |
colspan=2 align=center style="vertical-align:middle;" | {{convert{1220 m to ft abbr=yes}}} |
- |
Runway length with drag chute deployed | colspan=4 align=center style="vertical-align:middle;" |
{{convert{510 m to ft abbr=yes}}} |
colspan=2 align=center style="vertical-align:middle;" | {{convert{880 m to ft abbr=yes}}} |
- |
Internal fuel capacity | colspan=4 align=center style="vertical-align:middle;" |
{{convert{2240 L to USgal abbr=yes}}} |
colspan=4 align=center style="vertical-align:middle;" | {{convert{2820 L to USgal abbr=yes}}} |
- |
External drop tanks (525 L each) | colspan=4 align=center style="vertical-align:middle;" |
1 tank |
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Internal armament: 30 mm Aden cannons | colspan=3 align=center style="vertical-align:middle;" |
Two cannons |
– |
– |
colspan=2 align=center style="vertical-align:middle;" | One cannon |
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Air-to-air missiles (Sidewinder) | colspan=3 align=center style="vertical-align:middle;" |
Four missiles |
– |
– |
Four (Falcon-compatible) |
Six (Falcon-compatible) |
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Air-to-air rockets, caliber 75 mm |
– |
Two sets of nineteen rockets each |
– |
Two sets of nineteen rockets each |
Two sets of nineteen rockets each |
Four sets of nineteen rockets each |
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Engine model | colspan=4 align=center style="vertical-align:middle;" |
Rolls-Royce Avon RM6B variant |
colspan=4 align=center style="vertical-align:middle;" | Rolls-Royce Avon RM6C variant |
- |
Afterburner type |
Ebk 65 |
colspan=2 align=center Ebk 66 |
Ebk 65 |
colspan=4 align=center Ebk 67 |
} OperatorsThe Saab 35 Draken ceased active military service in 2005. However, a number of these jets continue to operate within civilian organizations, predominantly under the ownership of the National Test Pilot School.
Surviving aircraftOnly a limited number of Saab Drakens remain in civilian hands, primarily within the United States. Numerous examples have been retained as museum exhibits or preserved by former user nations. Specifications (J 35F Draken)Template:Col-beginTemplate:Col-breakRobot 24B Robot 24J Robot 27 Robot 28Template:Col-breakrb 24B rb 24J rb 27 rb 28Template:Col-breakFord Aerospace AIM-9B Ford Aerospace AIM-9J Hughes Aircraft Company AIM-26 Falcon (HM-55) Hughes Aircraft Company AIM-4 Falcon (HM-58)Template:Col-end See alsoLua error in mw.title.lua at line 359: bad argument #2 to 'title.new' (unrecognized namespace name 'Portal'). Template:Aircontent Footnotes
Swedish abbreviations
Further reading
Marketing videos
Citations
Cite error: <ref> tag with name "FOOTNOTEAndersson1989135" defined in <references> is not used in prior text.Bibliography
External links
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