System 37

VIGGEN

Editorial: Ulf Edlund and Hans Kampf

AVIATION HISTORICAL REVIEW

3
 Preface 5
Ulf Edlund Introduction 6
The background

Bertil Wennerholm Cold War and Tufted system 11

Sven-Olof Olson Viggen in defense decisions. 15

Gunnar Lindqvist Viggen creation 18
The development and evolution
Lars Peterson The development of the basic aircraft 31
Content Content Content Content Content

Stig Laurell Flights Motors perspective 41

Bengt Sjoberg Avionics systems in the Viggen 48
Ingvar Sundstrom Radar Development 58
Ulf Frieberg A system test airmen experiences 64
Borje Fund Further development 74
Per Pelletier's Flights The testing of SK 37 81
Viggen in the Air Force

Leif Åström AJ 37 and AJS 37 of the Staff 85

Kurt Ottosson Reconnaissance Viggen - SF / SH 37 103
Jerry Pousette YES 37 in the Air Force 111

Per-Olov Eldhestar Incident Assignment with YES 37 120

Lars-Ake Siggelin Electronic warfare with SK 37E 124
jerk Fehling Viggen threat 130
Sune Andersson Viggen and flight safety 133
Lars Bandling Damaged with 37,001 138
Thure Svensson Ving criminal investigation 144
Anders Kågström Maintaining Viggen 150
Bert Stenfeldt Viggen 30 years in the Air Force 156
Viggen - a military industrial projects
Hans G Andersson climate Debate 158
Gunnar Lindqvist Viggen was worth the money? 162
Viggen international
Ulf Edlund Sales Efforts 168
Ulf Edlund Royal Air Force and the Viggen 177
January Hull Century Coat business 181
Joerg Sand Holst With 2300 km / h through the clouds 189
Kenneth Nilsson World Try AJ 37 192
Per-Olov Elgcrona X Viggen 196
Chuck Yeager When Chuck Yeager flew Viggen 201
Personal perspective on Viggen
Erik Bratt If the aircraft 37 Viggen 205
Alf Ingesson-Thoor A field airmen remember its Viggen. 209
Bengt Gustafsson A Supreme Commander's thoughts on Viggen 214
Sven-Olof Olson Tufted program in the rearview mirror 217
attachments 218

Copyright: The respective authors Publisher:

Swedish Aviation Historical Society Editor: Ulf
Edlund and Hans Kampf
Layout / Production: Hans Kampf. Treplansskisser: Stig Nilsson Press: Grahn
Printing AB, Lund, 2009 ISSN 0345-3413

4
Preface
When a rotation JA 37, with Andreas Johansson and
Henrik Wänseth as a driver, in the afternoon November
25, 2005 started at F 21 in Luleå to make Viggen last
officiel- la-flight in the Air Force ended a substantially
Resistant era in the Swedish aviation history . Viggen
arrived in the early 1960s, began service- do in the Air
Force in 1971 and retired in 2005. Thus, the active
period was nearly 35 years which illustrates the flight
technical developments in the epoch. An airplane
systems, one in 1960 thought would be used until the
mid 1980s, if at all, could the GE nom determined efforts
further developed and was presented to the retirement
the weapon systems of the highest class.
This book is not a traditional biography aircraft with
technical information and invoiced take crunchers. The
aim was to allow people who in different ways have had
with the Viggen to do, give their views on the era.
Pre-makers' perspective is very different, but I hope that
together we will give readers an idea of ​how the project
evolved, how the problem was solved and how the Air
Force used the system to be prepared should the worst
happen. It should be remembered that Vig- gene came
about and was designed to be as efficient as possible in
the Cold War environment. Viggen was also a
controversial project that was questioned even in
defense. Pros answer's FMV representative, ie the
customer, GL therefore trying to answer the question:
Where Viggen worth the money?
It is sometimes said that large projects, and Vig-
gene was a large and very difficult project, you tend to be
so shapeless that individuals inside batches somehow
lost in the crowd. I disagree with this. Viggen had never
been what it was if not a few individuals within FMV, Air
Force and industry, mainly Saab, had influenced the
development as they did. It is always difficult to highlight
a few people but I make an exception. It comes Bengt
Sjoberg, who in the early
5
in the 1960s believed that a computer, as it was called in
those days, even could replace a crew member. Many
were very reluctant, but Viggen systemut- forming, which
he led, was perhaps ten years ahead of the competition
and also laid the foundation for the development that
took place during the aircraft's entire running time.
There were of course mistakes. Some cost not only
money, the resultera- they also unfortunately in
breakdowns. In the book, the accounting is done for
some cases because I believe that it is better to disclose
what happened, although it is less flattering. The next
generation of aircraft builders might take advantage of
our generation's mistakes. It is unnecessary to repeat
them, there are enough new challenges.
Viggen was developed to defend Swe- den but was
also very well known internationally. The book sets out a
number of attempts to sell the aircraft for export. It is
conceivable that the "Swedish profile" made this more
difficult because they all failed. Despite great efforts,
especially in the 1970s, was elected as always some of
the competitors. In several cases, it was obvious that the
Viggen was better aircraft but political considerations
were often more important than the product properties. It
is unfortunately still.
Finally, I wish to extend a warm and sincere thanks to
all of you who so kindly set up and made the contributions
has been the basis for the book.
Linkoping in October 2009
Ulf Edlund
Ulf Edlund
Chairman of the Swedish Aviation Historical
Society
Introduction
System 37 Viggen was developed during the Cold War.
Different threats studies followed one another in the late
1950s and early 1960s. In 1961 cleared state gradually and
the simple, the Supreme Commander approved, the
specifications that guided the design of the system is
dated September 23, 1961: Main Application:
unit Aircraft for
attack, chase and reconnaissance (according to
supplementing the airplane's basic equipment). In the
first place would be the aircraft attack aircraft with limited
hunting skills.
Basic type: Single-seat aircraft, flermotorsä- security, good
fältmässighet and serviceability.
STOL characteristics: Operation of the field with half
groomed narrow and short courses (500 m).
Cruising range at the lowest height: 400 km with an RB 304th
Låghöjdsprestanda: Mach 1.0 at ground height.
aircraft design
The great aeronautical challenge was to combine the
speed requirement with STOL characteristics. Compared
with previous aircraft was above all to reduce landing
speed and to improve braking once you were down on
the track, which conventionally could be done with a
brake monitor.
They had at Saab early started to study aircraft
foreplane, which offered low-speed advantages, but it
also meant aerody- namiska risks. In autumn 1961
therefore concentrated their studies on two other
designs. One, Project 1508, was involved with a Rolls
Royce Spey engine, where the lift force was
strengthened with the help of two lift units (!). The
second, 1562 was a major part and where engine tower,
Bristol Olympus 22R, equipped with deflectors. In
principle, this meant placing one or two outlet near the
aircraft's center of gravity between the base engine and
the combustion chamber, and the deflected part of the
engine beam down. The engine thus contributed both
traction and direct lift. But
6
it was easy to see that both the lift motors deflector
devices must increase com- plexi Parliament degree,
that result in heavier and more expensive aircraft and
also increase maintenance costs.
Ulf Edlund went out KTH
Aerodynamics are at Saab felt emeller- time that you Flight 1963. He then
worked at Saab until
now know enough to recommend a nosvingeutförande,
2003, mainly with the
warning of it now came to choosing between three
design of civil and military
configu- rations and two engines. At an earlier stage had aircraft. He is chairman of
also examined the twin-engine aircraft but which may the Swedish Aviation
seem strange, they were not present in autumn 1961, Historical Society (SFF).
although the specification concentration required more
engine safety.
Both engines were well known, but it was obvious
that the performance would be marginal with Spey engine
and Saab its favorite ised the larger Olympus engine.
Location was however completely when the Royal
Flygför- Administration, KFF, in December 1961 Message
type announced that it had chosen the American engine,
P & W JT8D. It was felt that the best utfö- procedure with
the new engine was a nosving- ekonfiguration, 1534,
which also was fitted with a reversing device for The
reducing Cera-off run. The project was developed in 1534
and later in 1962 FPL 37 Viggen.
The basis for these decisions was, at best, meager
as it had not take- git the time to investigate the impact of
motor torvalet. Criticism was also early, both internally at
Saab and outside.
There were also big problems, as com- more
apparent in the following sections. The first series
version, AJ 37, began LE vereras in 1971 and was
substantially heavier than the first specification in 1962
stated, but the aircraft met specifikationskra- vein.
Hunting version, JA 37, was in reality a new aircraft,
but where were the starting position AN Norlunda and
weight gain during development time was remarkably
low.
A good way to follow an aircraft framtag- up is incidentally to
see how weight change during working
Viggen viktutveck-
development. Year Aircraft empty weight Additive Fuel Home Weight Remark
Column Additive weight kg weight, kg weight, kg (pure FPL)
includes the following old
Saab Practice electronics 1961 1534 7580 820 2700 11 100 first sketch
weight, ammo weight of the
cannon is installed, as well as
1962 Fpl 37 8885 710 3050 12 645 first specification is.
90 kg nominal driver weight.
When the series aircraft
delivered applies to Air Force 1963 Fpl 37 8960 765 3550 13,275 Projected weight
records and electronic weight
is then included in the curb
1963 Fpl 37 9 281 807 3550 13 638 first weight calculation
weight.

1967 AJ 37 9844 726 3950 14520 Calculation

AJ 37 10630 90 4200 14,924 Weighted series aircraft

1971 YES 37 10825 909 4505 16,239 Projected weight

YES 37 11790 209 4455 16,454 Weighted series aircraft

the lure again. It begins with an assumed weight
gradually adjusted. The calculations are more accurate
with time and finally the finished aircraft weighed.
A Swedish project
Tufted project has been described as the biggest joint
venture in the Swedish engineering and electronics ever,
because so many different industries was mixed input in
both the development and manufacture of subsystems
integrated automotive systems Dade 37th
Arenco, SRA and PUT (all avionikföre- while). Side
Vendors were Powerplant, Bofors (gun) and AGA.
Among the Swedish UN- derleverantörerna include
ASEA, Motala Workshop, Swedish Metal Works and
Trelleborg plastic. Much the same LE providers retained
at the transition from AJ YES 37 to 37 in the mid 1970s.
The major exception was the central calculator where
FMV now chose an American supplier. (When CK 37
was introduced in the mid-1960s, there were no foreign
hardware available, so the calculator developed by
Saab.)

Saab in Linköping was systemsammanhål- winding and
the main supplier. KFF approved the summer of 1962
operating instructions for the "central preparation system
37 ', the LE for suppliers of single cohesive group of
Saab. Head of CB 37 was appointed Harald Schröder.
On 1 July 1965, KFF in a project management system
37, L37, whose first director was Lars Brising. This
aroused a furore because Bri- singlets former technical
director at Saab and then switched sides. Pretty soon he
was succeeded by Gunnar Lindqvist, that can really be
said to personalize Viggen on the customer side. The
different participating companies were classified as
fellow, side, or subcontractors, depending on the form of
contracts. Swedish co-suppliers were: LM Ericsson,
AGA,
It is now, almost 50 years later, is interesting to note
the changes in the Swedish aviation industry. All
domestic depreciation ionikverksamhet is effectively
consolidated within the Saab Group. Viggen landing gear
and rescue system developed by Saab, which was
unusual as early as the 1960s, almost all aircraft
manufacturers hired specialized firms. For example,
Viggen successor Griffin bought these systems from
British suppliers.
It was often tough between the participating
industries, and between industry and the customer, KFF /
FMV, but the main impression is that common ambition
was to achieve a virtually re- SULTS as possible within
the given framework. They tried to use common sense
and avoid unnecessary bureaucracy.

7
Lars Torsten Olsson, worked for many years in FMV's 5. There were several people with active combat flying experience

project, listed in 1995 a few reasons why Viggen system and "flygfnattar" among the people and systems at the

was so successful: managerial level.

6. The work was governed by a contractual system

1. The 1950-70 figures were at Saab more than a handful stimulated to good teamwork between FMV and

of highly skilled technicians (internationally at the top) Industry.

who designed the systems Mide and configuration - 7. Good contacts with the USA led to the conversion including
"grundplattfor- but". knowledge exchange and procurement where the key
system.

2. LM Ericsson and Powerplant was with also the skills 8. Compared to the current situation prevailing one - after all
needed to match the main contractor. - relatively good economic movement of
typarbetsperioden and the intensity vaste

3. FMV surfing on the old wave of experience that has typserviceperioden.

accumulated over 29, 32 and 35 o'clock. FMV had a

number of very influential and driving key personnel
in both administrative and technical. It was the high
status of the FMV to be a good technicians.
4. A number of very good forces of flygprov- side at
Saab and FC had great inflytan- on the system
design.
The scope Vigg
The original plan from the beginning of the 1960s
comprised a total of 831 serieflyg- plan, that the new
entity aircraft would replace all of the Lance and the
Dragon in the Air Force. Now it was not so. Total built
337 aircraft: 9 test aircraft and 328 series aircraft. Device
idea could also not implemented

Primary Data Secondary Data Deviations from AJ 37

AJ 37, 106 FPL

Allvädersattack Easier hunting mission

SK 37, 17 fpl

Type Training Easier attack missions

SF 37, 28 FPL tank

photo Reconnaissance
In the nose: låghöjdskameror
höghöjdskamera IR
Self-defense Larger fin-seater
camera External
in the capsule: dark fuel
cameras
lighting equipment

SH 37, 28 fpl
Modified radar Night
Maritime Surveillance photo Reconnaissance
Reconnaissance Capsule
in any weather Self-defense
Avståndsskamera

JA 37, 149 FPL

Larger fin Built Akan
New engine version
weather hunting Easier attack missions
New Radar New
avionics

8
 300
Air Force supply of Tufted
Aircraft from the first
delivery in 1971 to
250
avveckling- one in 2006.

200

150

100

50

0
71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06

AJ37 AJS SK SK37E SH AJSH SF AJSF JA37 JA37D

on the originally-intended way, with one-adjustable
equipment changes. Hunting version,
JA 37, was in reality an entirely new aircraft. The first
series delivery, the AJ 37, took place June 21, 1971 and
the last JA 37 was delivered 19 years later on June 29,
1990. When the last official flight took place at F 21 in
Luleå, November 25, 2005 was the aircraft flown a total
of about 614 000 h.
Test Center (FC) at Malmen in Linköping is also the
name evolved over the years but are in the book at FC.
Viggen main supplier called and written in the book
only as Saab, whatever it at different times full
namnet.Likaså called country flygmotorleve- supplier in
Trollhattan only Airbreathing although the name is not
used today.

explanations Radar Company in Mölndal, which today is part of the

During the nearly 50 years that Vigg system was
developed and used occurred changes of various kinds.
Organizations such as the company also developed,
which sometimes fellow brought the name changes and
it can be difficult to know what is what. Even if the
ambition has been to the various authors would AN
turning the same names and can not be guaranteed.
Here are some examples:
The formal customer was until 1966 the Royal. Flight
management (KFF). KFF was subordinate to the Air
Force in 1966 but became an independent work,
Aerospace Administration (FF). This lasted until 1968
when the Joint Defense Materiel Administration (FMV)
was formed. Materiel Administration (FMV-F) was here a
main section but in the book, the terms KFF, KFF / FMV
or FMV depending on the era.
Saab Group, has been in the book the full name of LM
Ericsson as well as Ericsson, LME or even just LM can
probably be has utilized.
Writing rules for both airplanes and robots are discussed
in some circles often. The book is written all robots
consistently RB XX, regardless of age.
Finally it should be mentioned that jetmotorers thrust of
the book is expressed in kiloponds (kp) following tersom this
was the standard for most of Viggens active time. The
conversion factor from pounds to the now official kilo
Newtons (kN) is 0.0098.

9
references Tufted system also including processed in:
Most of the entries in the book are based on each
author's own knowledge and sources, among which Dörfer, Ingemar (1983) Arms Deal, The Selling of the F-16. Praeger
particularly include: Publishers, New York. ISBN 0-03-062369-3. Karling, Krister

(2002) Saab 37 Viggen. The development of a new unit

Aircraft 37. History and experience. Saab TSO 95.66. In two
A4 binders are some 40 documents to aggregate during aircraft for the Swedish Air Force 1952-1971. SMR,

the years 1993-1995 was developed by "37 veterans" from Stockholm. ISBN 91-631-2395-9. Stridsberg, Sven (2003) Viggen,
FMV, Ericsson, Powerplant and Saab. The participants Frank Stone Walls Publishing, Malmo. ISBN
have written from the heart.
91-7266-161-5.

Some of the "37-veterans" who participated in the production of 'Aircraft 37. History and experience "gathered in 1993 for a review. The
back row:

Arne Paulson, Jan Ebringer, Krister Sjoberg, Alan McLean, Jan-Ivar Andersson, Arthur Brasjö, Tore Forsström, Olle tiles, Bengt
Sjoberg, Tommy Ivarsson, Middle row:

Arne Lakomaa, Stig Persson, Sigvard Lenngren, Borje Fund, Harald Schroeder, Olle Esping, Milton Mobärg, GL, Jan Manhem,
Lars Ygge Front row:

Olov Holme, Sigvard Carneryd, Tore Gullstrand, Sven-Olov Olin, Hans-Erik Löfkvist, Ake Armgarth, Erik Bratt, Sune Andersson,
Lars-Torsten Olsson, Börje Linnersten, Rolf Ljungkvist.

10

Bertil Wennerholm, retired
Colonel (flight engineer),
M.Sc. CTH E 1968 MA.
Started as radar hunting
combat leader and has,
among other things worked
with spray system and
electronic warfare issues at
FMV.
.
The Cold War and the Tufted system
At the end of the war assumed in Sweden to power
cooperation would continue after the war and that the
United Nations would act vigorously against the
emergence of new war.
In the beginning of 1948 was increasingly clear that the
divisions between East and West grew in strength,
explained the Swedish Government that it did not want to
join any of the major power blocks that began to emerge.
When the American and British soundings that led to the
Atlantic Alliance began to take shape, this led to the
Swedish government took up the idea of ​a Scandinavian
defense cooperation unbound to the superpower blocs.
In early May the Foreign Minister Osten Unden their
colleagues in Oslo and Copenhagen to jointly examine
the conditions for a Scandinavian defense union. A joint
committee was formed and an extensive investigative
material was developed, which was presented in January
in 1949.
A relationship that strongly affected the output
redningen and discussions was that only Sweden was
relatively strong position for preparedness during the
Second World War, while Norway and Denmark had to
reconstruct its armed forces from scratch. Although
Sweden was able to take on a leading role as a supplier
of military equipment, as pre- exposing the other
countries that even Deliveries from the United States and
Britain would be needed. Only the Soviet Union was
seen as a potential attacker and thus were also asked for
help from Western powers at the Soviet aggression
center. Especially between Norway and Sweden was big
meaningful differences: Norwegians did not want to
compromise on demands for equipment deliveries in
peace and cooperation in the war with västmak- States
while the Swedish requirement was irrespective of
peacetime aiming at neutrality in war. These fundamental
disagreements could not be bridged and that a
Scandinavian defense union would not come about
11
was completed in January-February 1949. In April input was
Denmark and Norway signatärmak- best in the Atlantic Alliance.
The United States walked out of the Second World
War, like the one on the west side clearly dominant, great
power, and was also well aware of this position. It was
also clear about the possibilities this gave hegemony,
economically, politically and militarily. The instruments to
convince reluctant countries dependent existed and were
used. Sweden's attempt to defy the United States'
attempt to create a homogeneous Western European
alliance against the Communist threat and the threat of
restrictions on economic development in Western Europe
that would be Ameri- Kansk advantage was not well up.
Two strategies were utilized. Partly a harder line that
went out to the countries that are not lined up on the
American side would not help with the supply of weapons
or technology transfer - this was supposed to be faced
assigned American forces in a possible conflict. Partly a
softer line that saw the benefits that countries like
Sweden by some support could be helped to maintain
their independence and thereby to remain in the Western
camp, albeit in looser forms.
Sweden was in the final stages of the war, asked to
acquire modern aircraft equipment from the allies, and
also managed to buy the P-51 Mustang (Swedish type
designation J 26) summer of 1945. After the war came to
the fore more purchases of aircraft and radar equipment
from the United States and Britain. These acquisitions
were temporally partially coincide with the above crises
and defense union negotiations, which led to delays in
delivery as part of dissatisfaction are toward Sweden
observed construction which threatened the United
States are striving for hegemony in Western Europe and
thus Scandinavia.
The United States saw the historical experiences of
transit trade through neutron
tral States in goods embargoed during the first and
second world war as a problem. It was anxious to
prevent the transfer of technology to the Soviet bloc.
Restrictions in trade with the Eastern bloc was one of the
agents in the Cold War and were among AN nat aims to
prevent teknologiöverfö- ring. Trade agreements
between Western European countries and the Soviet
Union threatened to do this means ineffective. In
practice, Swe- den that relatively quickly conformed
during the American hegemony and the so-called
Stockholm Agreement in June

1951. The United States' strategy in dealing with Sweden

turned therefore to the latter, softer line.

This in simplistic terms described game behind

regeringsöverenskommel- late summer of 1952 in the
form of an exchange of notes between the United States
and Sweden. The agreement equated in practice
Sweden with the States was supported by the US arms
aid program. In Sweden's case was the question of
permission to buy equipment on equal terms with NATO
member states but not getting the donated many of these
had, especially in the early 1950s.

the technical exchange of information or material Air Force Mustang J 26 and

1961 was followed regeringsöverenskommel- since
1952 up with agreements governing privacy issues and in
1962 with an agreement on exchange of technical
information. The agreements in 1961 and 1962, signed by
the Swedish State of agency heads and not at the
government level. The various fields of technology treated
1962 precisely defined in the various attachments, Annex, andFears that militärteknis- ka exchange would damage
for each such region was named project manager, Project
Officers.
Hereby was the foundation for American technical
assistance that could be used for Tufted project. The
agreements in 1961 and 1962 coincided also timed well
with the election of US missiles to the Swedish fighter
aircraft, especially J 35 and by an American engine Thu,
Pratt & Whitney JT8D, as a base for Vig- genmotorn.
deliveries. Storm clouds began to pile up in the protests J 30 Mosquito were good
examples of foreign
against the United stater- nas warfare in Vietnam. Olof
material purchases. J 30
Palme utta- winding for Hanoi bombings Christmas 1972, was Air Force first radar
however, came to bring strong assigned American equipped fighter aircraft.
Photo by Hans Kampf
reactions. Sweden was not allowed in a year is
represented in Washington on embassies sadörsnivå.
came true in part.
The most serious incident was emel- lertid the
so-called Data Saab deal 1979-82 when one looks at the
consequences of the military-technical exchange. The
förorsaka- des of Stansaab 1975 had sold a civilian air
traffic control systems to the Soviet Union, Tercas, which
presupposed access to the Ameri- Kansk electronics.

When the license for export never obtained smuggled circuit

The following decade brought no major changes in board to the Soviet Union. After's internal criticism within the

the conditions company, which on 1 January

12

RB 24, here mounted a UN- der
J 35 Dragon. Photo: SFF
archive.
1978 converted into data Saab with the Swedish
government as part-owner, were reports of irregularities
on the government level. At the end of 1980, the deal
then published by the Swedish media.
The Americans saw synnerli- gene seriously the
absence of an export license and the Swedish side failed
to report how the project developed. In janua- ri in 1981
took over Telefonaktiebolaget LM Erics- son of Saab's
shares in Data Saab and investigated the new owner of
those events. The United States demanded an apology
from the Swedish government, which was submitted in
June 1981. The incident involved US restrictions on
technology and exchange visits with Sweden. Sweden
undertook in 1982 after negotiations at government level
the arrangements for enhanced security protection to
prevent sensitive equipment VIDA reexporterades. The
Swedish paid a fine to the United States, which was
distributed between the Swedish government and
Saab-Scania AB.
In the aerospace field came including PLA ned
acquisition of more modern versions of the missile
Sidewinder (AIM-9J and, see- modern -9L) will be delayed
for several years because of these disagreements.
13
Air Force development during the Cold War
When Tufted project began to take shape in the Final Act
of the tet 1950 passed the Air Force its numerically
greatest strength or about 1000 warplanes and a
anskaffningsram at 1 200 aircraft. The defense 1958
INVOLVING a significant reduction of this force, namely,
by more than 25%. This was not unique to the Swedish
Air Force, but was part of an international trend.
The new system was procured was in all respects
more potent than their predecessors
- but therefore also more expensive. In 40 years came
air force to decrease from about 1000 warplanes
1960-250 2000, i.e. a reduction of 75%.
Structurally Included aircraft stock about 65%
fighters, 25% attackflyg- plane and 10% reconnaissance
aircraft years around
1960. Ombeväpningen to A 32 1956-58 means that the
former light emanated attackflygkom- components, and
that in principle in the defense 1948 took direction
towards a mid attack flights sjömåls- control and
operations of the depth in soil battle ( interdiction) broke
through.
The proportions of the various flight teams commuting
announced throughout the Cold War period. The variations for
low fighter aircraft in the range from 50 to 67%, for the attack
from 22 to 38% and for reconnaissance flight 9-17% of the
total stock of warplanes.
Lastly, let us study the planned acquisition scope of
the total rebuilding arming of Air Force aircraft 37 as
originally assumed, and compare this with the actually
implemented anskaffning- one. The percentages in the
table on the next page refers warplanes.
We see that the resulting allocation would have
meant a contextually strongly attacked flights and weak
fighter in the relative ter- more we use. 1985 was taken,
however, decision-on modification of the 66 st J J 35F to
35J, in order to maintain the Dragon in service longer
while maintaining the operational capacity until the JAS
39 joints could be added.
 Planned and delivered
Was matched by the fluctuations in the distribution
between air law of conscious rebuilding priorities based Fpl 37 Plan Plan delivered conditioned series aircraft

1962 1966 of 37 Viggen.

on hotbildsföränd- rings or amended operational and
tactical requirements? It's easy to over-emphasize a
OUCH 222 167 106
rationalized schematic perspective in the search for
%OUCH 28 24 34
explanations for the composition of the air force. Other
SK 35 34 17
factors, e.g. structural elements in the form of a legacy
SH 28
created by previous priorities must have influenced the 93 93
composition of a shrinking organization. It appears that SF 28

we do not only see the traces of the Air Force's dilemma %S 12 14 18

to adapt to a shrinking organization appropriately without YES 481 426 149

we possibly detects signs of a doctrine of change. %YES 60 62 48

Σ 831 720 328

Σ -SK 796 686 311

references SOU 2002: 108 Peace and security. Swedish security

I have chosen not to use footnotes. Instead made following a policy 1969-89. Fritzes, Stockholm 2002, the United States
more general reference to the substrate utilized. Air Force
use of its techno- logical lead that agents in the Cold War
development during the first half of the Cold War and up until
and in the pursuit of hegemony is the latest and most
1966 have been investigated in: Wennerholm, Bertil (2006) Fourth
clearly highlighted by Mikael Nilsson: Nilsson, Mikael
Air Force in the world? Doctrine Development in the Swedish
(2007) Tools of Hegemony. Mi- litary Technology and
aerospace weapon in defense decisions from 1942 to 1958.
Swedish-American security.dll Rity Relations 1945-1962. Stockholm,
Surface, decision and implementation of national and
Santérus. ISBN 978-91-7335-007-5.
international perspective. FOKK No. 8. Stockholm, Swedish

National Defense College. ISBN 10 91-85401-48-X.

Pettersson, Tommy (2009) With the invasion in sight. Air

Force's war planning and luftope- ational doctrine

Air Force's development and cooperation with the Western
1958-1966. FOKK No. 19. Swedish Military History Library,
powers have also been affected in a witness seminar in
Stockholm. ISBN 978-91-85789-38-2.
spring 2004: Wennerholm, Bertil (eds) (2005) Faster, higher,

stronger? Leveling Questions about Air Forces during the

Cold War. Witness Seminar 23 March 2004. FOKK No. 3.

Stockholm, Royal Krigsvetenskapsakade- mien. ISBN

Air Force development during the latter part of the Cold
War has not been subject of any scientific study, but
rather briefly described in a number of commemorative
works.
91-975807-0-8. In the mentioned works include extensive
source and literature references, where anyone who is
interested to immerse themselves in the problem of finding
a good deal of useful information.

Cooperation with the Western powers have been

addressed in two public inquiries: SOU 1994: 11 If war

came ... Preparations for the receipt of military aid

1949-1969. Fritzes, Stockholm 1994.

14

Sven-Olof Olson,
Lieutenant-General and
head of the Air Force from
1982 to 1988. After officer
in 1948, he has acquired
extensive experience in
both the propeller to jet at
all levels of the Air Force.
Viggen in defense decisions
When it comes to describing the aircraft's genesis and
later development, it is natural to focus production on
technology and operational use, which in itself is natural.
But if the project is anchored and supported the defense's
top management and - more important than - the political
leadership, so it does not help that we have never so highly
developed technical ability to produce aircraft. It may
therefore be appropriate to mention anything about the
conditions in the said respects. I do it in the light of that
during the years 1963 - 1967 was head of the Defense
planning department and in that time both were in and took
out the Supreme Commander's surface, the Supreme
Commander
65, the defense investigation, FU 65, and ever since it was
included as one of the military experts of the FU 65. In both the
latter information in the capacity of flight expert.
In OB investigation was in first place in the internal
balance within the armed forces to convince the
defense's top management about the necessity of a
strong air force be lasting of fighter, attack and
reconnaissance. The Government's directives to the
Supreme Commander was to design the system in three
different cost levels, the highest of which would be the
Supreme Commander's own proposal. The lowest's
level, would be very large and rapid reductions of the
Swedish Armed Forces Including the Air Force. If one
were to put aircraft on aircraft, it would mean that more
than 800 Viggen would be produced over a long period
of time. This was contained even in the Supreme
Commander's own proposal, which attack and
reconnaissance would be maintained in scope while
hunting in the long run would be reduced. The latter
would be offset by the creation of air defense missiles
and more effective armament of fighter aircraft.
In short, I can say that my argument for a strong
Swedish air force in general
15
won a hearing in the Supreme Commander-investigation. The Air Force
did well in the different cost framework, as evidenced by the Supreme
Commander 65th
Supreme Commander 65 then formed the basis for
the political Monastic considerations that took place in
the FU 65. As the air expert, I preferred the military draft
organization of aerial weapon, among other things, in the
number of aircraft in the different economic levels. Before
the presentations of the defense commission's members
took place, we had military experts reasonably ensat our
presentations so as to eliminate the risk that the
presentations would be perceived as mere party
submissions.
As military experts were able to be with the majority of
the FU 65 deliberations, which was a great advantage. It
was very interesting that the "challenge" to meet many of
the foremost contemporary politicians. At the time
appointed the demokratis- ka parties, which disqualified
communication nisterna, namely its main representatives
to be part of the defense investigation. Chairman of the
State Secretary of försvarsdepartemen- Tet Karl
Fritiofsson. Some of the members' names can here
deserve to be mentioned. Anselm Gillström, Nils Stewart
and Alva Myrdal from the Social; Mysinge-Johans- son,
Lars Eliasson and Johannes Antonsson from the Center
Party; Manne Stahl and Folke Nihlfors from People's; Ivar
Virgin and Gosta Bohman from the Conservative Party. In
my mem ory bank is also a presentation of the then-
current Prime Minister Tage Erlander.
A position that försvarsutred- solution made early on
was to move away from the automatic list with 2.5 percent
for technological development (cost increase), despite the
fact that the Supreme Commander of its investigation
advocated a list with 3.5 percent. It was for us experts clear
that even this would eventually force the relatively sharp
reductions in the original plans. It was also clear that the
economic level as the Supreme Commander's own
proposal could not be accepted by the Defense
investigation majo-

ity. It was instead the second highest level was ruling,
with some The reduction down. Of my notes from the
presentations and discussions at the FU 65 is clear that I
basically had success in my quest to get GE hear of the
need for a strong air force. But with the economic level
that was current, it does eventually relatively large
reduction functions even in terms of the number of
aircraft.
At the side of the defense investigation to put the
Royal. Majesty (as it was then called) in March 1964 a
special preparation - Flygmaterielbered- solution - with
the task of clarifying the grounds for a Tufted
Development. 1965 took Kungl. Majesty formal decision
to Viggen would be manufactured. The foundation was
now laid even from po- lithic side to implement Tufted
program. The scope was not defined. The magazine Our
Defense No 2/1965 I wrote for the Royal. Majesty
decision an article titled "VIGGEN PORT". It can be
belysan- they will here quote the introduction to the
article.
"Whether one should put a frågeteck- one or an
exclamation mark after the title is pretty much a matter of
taste, and depending on how you define" port ".
If it is to be in port mean, the way is now open for
ordering and
16
Test Aircraft 37-6 starts with
the spark EBK. Photo: Saab
production of about 800 aircraft, which is a figure mentioned
in different contexts, so directs copyright a question mark.
The road ahead is still generating thorny; many difficulties
may be encountered on the way.
It should be noted that, whether from the
Government or the military authorities' side, there is no
need to re-dan now consider the total number of aircraft.
The plans are of course an objective under- built
guideline, but a flexible planning system also requires
that instead of unnecessary locking creates the best
conditions for gradual adjustment to development
requirements clutch. However, there have been
statements that would indicate that from the outset would
be willing to set whitefish Tet at a reduction of the
number. Although this would mean an unhappy locking,
and it is reminiscent of the runner, lining up to the start
and from the outset has decided not to complete the
race.
If, on the other hand to be in port means that the first
big step now taken towards series production, primarily
of attack fighter version AJ 37 and school version SK 37,
which is a big exclamation point more in place ... "
 That the way forward was also törnbe- sprinkled we had
ample evidence. May Wechsel- man and Maj Britt
Theorin brought red was not in their efforts to prevent
Viggen program was realized. Fortunately, they never
won a major support for his views. For me it was more
worrying that, "as grip" came from a more immediate and
for me an unexpected direction. The army military expert
had namely, behind the backs of the rest of us to the
custody inquiry's chairman submitted a comprehensive
memorandum with a completely AN sodium content than
that he preferred it to us and before the defense
investigation. His proposal went briefly out of the ground
forces would be prioritized primarily on aviation expense.
The president took the memo seriously shows his
marginal notes in the margin. Among other things, he
wrote: "No development and production of JA 37?" True,
the note provided with a question mark, but the listing still
shows that the continued Tufted program was not in port.
Approach: was the least outrageous. I got some of this
memo was because there were people in the Defense
Department, which responded to the sniper. For my part,
was now to further tighten
Rotation Start F 7. Photo:
Åke Andersson
17
the rationale for a continued Tufted Program. And
essentially won my argument hearing in the defense
investigation. In combination with the defense that later
were taken were re- result that a total of 337 Tufted
Aircraft of different versions came to be made. As shown
in the closing words of this scripture became Vig- gene
system a huge success, won the respect and admiration
far beyond the borders of our country.
To increase awareness of aviation's importance and
technological developments were part of the defense
commission's work visit at including Flight Exhibition in Paris
(Le Bourget). This was an excellent opportunity to the more
relaxed atmosphere have to give the inquiry increased "flight
knowledge" in general and the international trend in
particular.
Someone Viggen was yet to forward me to show up,
but I am convinced that the systematic accumulation of
knowledge about the importance of military air forces
meant increased firmness of the political decisions on the
further Tufted program. I feel still great satisfaction that at
an early stage have been able to pull my weight in this
regard.
Viggen creation
In the early 1950s, the first studies of the aircraft that
would replace the aircraft 32 Lance and 35 Draken,
although not yet completed deliveries of the aircraft 29,
had just started production of the Lance and only started
the development of the Dragon. But this was necessary in
time to supply the Air Force with modern aircraft. The
turnover rate was then considerably higher than today.
World Situation and our neutrality motivated a strong
defense, and as a consequence of this policy is relatively
wide defense. The Air Force needs assessment des then
to more than 50 divisions. Our the aerospace INDUSTRY had
now come up to the leading air Nations standards.
The technology growth was very strong during this
time. 1947 could pass the sound barrier with rocket
aircraft. In 1954 there were war planes with jet engines
with afterburners, EBK, as in level flight could fly at
supersonic speed. The electronics developed rapidly with
several new features in terms of surveillance (radar),
communications, navigation, etc. Especially in the United
States and the Soviet Union were successively new
aircraft with higher performance.
Lance was a subsonic aircraft and the Dragon a pure
fighter with The limited cargo capacity and range. There
was therefore a need for new airplanes with additional
improved performance until the 1960s. From the initial
studies to the final flight in 2006 came Tufted era to
encompass more than 50 years. In the early 1950s, it
was hardly allow the needle someone who questioned
whether we needed a new aircraft for the Dragon.
Defense was high and the security situation AN seen
serious. From the defense began in 1958, however, a
de-escalation of the armed forces. The memory of 1939
began to fade. Po's viewpoint would be a priority second
sectors of society. This, combined with the aircraft, due
to higher performance, more expensive
18
led to the desire to compromise on the Air Force's size
and even from some quarters to question if other
weapons could replace the airplanes NEN. Some
representatives from the main army and some politicians
considered the different types of missiles, fired from the GL began his flight
ground, could be used to fight land, sea and air targets training in the Air Force in
instead of using hunting and at-attack aircraft armed with 1947 and went out KTH
Flights
missiles and other weapons . These issues were studied
1953. Worked as a flight
by the defense branch staffs and the Defense Staff. The
engineer in the Air Force
debate was at times quite hot with a lot of not too reality and FMV. He was head of
highlighted posts. the main department of air at
FMV 1980-89.
Most realized, however, that a combination of both
warplanes equipped with appropriate weapons, missiles,
and also missiles fired from the ground or ship was the
optimal solution with the highest the relationship power /
cost. Roughly had aircraft weapons systems better range
and was more flexible than land-sea-fired weapons,
however, could prove more useful only in the defense of,
for example, own ground forces. The Army acquired
because missiles against tanks and luftvärnsrobo- take
short and medium range. The Navy NEN supplied ships
and coastal artillery and missiles against naval targets
and air defense short range. The Air Force armed attack
and hunt with the necessary missiles and other weapons.
project studies
Studies to obtain data for critical decision-making on
basic orientations for the coming aircraft took place
between 1952 and 1962, the Air Force Headquarters and
the then Royal Aerospace Administration (KFF), but
especially at Saab. The work was backed up by
extensive wind tunnel tests. 1962 was to mature to
further define the aircraft system and decide on the basic
technical output forming. The studies dragged on due to
the priority order between at-ewe and hunting information
was changed several times
 as well as other planning requirements for the Air Force It was also during this time that the discussion was going
came to be valid. Participants can input is divided into four on among politicians and in the Armed Forces of Sweden
partly overlapping periods. would acquire nuclear weapons. The decision was not to
acquire nuclear weapons. A 36's attack armament
1952-56 1300 Hunting investigation but also consisted of various robots but also unguided bombs
attack information went inside the arsenal. A highly advanced bomb sight

1956-58 1350 / A 36 investigation Attack was projected to constant evasive maneuvers to trap

Management bombs.

1956-57 1400 investigation Hunting

Management
1958-62 37/1500 investigation unit
Aircraft
Total examined more than a hundred different aircraft
concept with different aerodynamic configurations and
engines, and several weapon options. From the outset to
the 1300 series see- replace all A 32 Lansen, but gradually
came hunting missions to be emphasized. UN-der the
period 1952-56 examined a number of configurations and
engine options. It was attended un stranded aircraft and
aircraft with straight wings or pilvingar. Towards the end of
the period, the emphasis once again attacked the missions.
The years 1956-58 dominated attack claims. One of
the final draft of the 1300 series,
A 36, or Saab
1350, came as far as it got a name out of the Air Force's
1350, never left the drawing
board. official number series: A 36th
1956 began studies in projektse- series 1400. These
projects would result in a payment of 35 Dragon. Now
also targeted operations against VTOL- and chair
aircraft. (VTOL = Vertical Take-Off and Landing, STOL =
Short Take-Off and Landing). The Air Force claims
resulted in the right-sized aircraft with the attendant high
costs. Level of ambition was therefore reduced, but
increased to some extent quite soon.
During 1958-62 they worked with the so-called
1500-series, but also with projects that began designated
aircraft 37. That was when it introduced the idea of ​a unit
aircraft, an aircraft with small changes would know-na
perform hunting, attack - and reconnaissance missions
and to replace both the lance and the Dragon. The idea
of ​a unit aircraft was not really new. Most earlier aircraft
had been used in that way. To get a complete

19
weapon / aircraft systems from the outset PLA
fractionated while Swedish developed jaktro- cures: RB
340/341, Saab would deliver. But around the same time
managed to KFF raise US Falconrobotar- na, RB 27/28
in Sweden, the J 35F and got inside view of what they
would cost, and what resources are required to develop
them. This, plus the fact that the fighter would be pre-
strengthened by the introduction of the J 35F, made the
project work with RB 340 and 341 was canceled and the
emphasis on the development of the aircraft 37 was shot
once against attack role.
During 1960-62 conducted further studies of a large
number of configurations equipped with different engines
in order to make a final choice of the most important and
long-term structural conditions.
More detailed studies went on to BE buy different
technical options and solution- s for aircraft, weapons
and other automation devices. Aircraft system
presupposed also be able to interact with the command
and base systems. The concept of the system was
introduced. Perhaps this is in order to defi- ne this
concept:
The system is a product of various parts. These parts
often interact and are interdependent. They can
themselves serve as a subsystem. The system can also
cooperate with and be dependent on other systems.
Systems are available in different levels. A system can
be physically, another more or less abstract. But for all of
interaction and dependency.
The studies focused on the essential choices with
long-term consequences, which are necessary to do for
the devel- opment of an airplane. It was important: the
wing configuration, chair- VTOL- or properties, or a
two-man crew, motor (s) for propulsion and possible
vertical lift. Weapon and avionics is naturally of equally
significant. They must be involved from the beginning,
but can more easily be renewed or supplemented. The
result must be a compromise between the requirements
and, not least, a weighing of the importance of different
20
mission types. There were demands on load capacity,
range, speed, turning ability, takeoff and landing
characteristics, lågflygningsförmåga etc. One may
wonder why such would require such a high speed that
the Mach 2. That's because the high speed and good
acceleration increases the airplanes's ability to adopt
shooting modes suitable for firing of missiles against air
targets. High speed reduces even their own losses. To
reduce reliance on long takeoff and landing paths, it was
necessary to reduce takeoff and landing distances in
relation to what is required for earlier aircraft. The
question was whether the aircraft would be a VTOL- or
you could stay at a chair aircraft. Wisely stayed to 500 m,
i.e. the aircraft was of STOL type. As mentioned studies
included a large variety of all-new aircraft, but also
further developments based on planes 32 and 35. In
addition, comparisons were made with foreign existing
aircraft, mainly US F-4 Phantom. Some of- ferter was
requested but not on the foreign options.
These studies resulted in the operational requirements of
the aircraft system and the selection of key STRUCTURE
conditions:
Attack Mission: Control of sea
and land targets in hard motverkansmiljö.
Hunting Quests: Control of air targets at low and
high altitudes under all lighting and weather
conditions.
Reconnaissance Mission: Reconnaissance of sea and
land under all lighting and weather conditions in the hard
motverkansmiljö.
The aircraft would be produced in four versions down: attack,
school, reconnaissance and hunting.
The system would have specified reliability and
maintainability.
The aircraft would be the single-seat, except school
version.
Off and landing could occur on short (500 m)
webs chair.
Approximately end 1961-62 determined the aerodynamic
configuration and the league final selection of the engine
for aircraft 37, which eventually named Viggen.
Development work started now at Saab Aircraft engine,
Ericsson and others providers. Pending re-geringsbeslut
the whole system was divided BE stands first in short
stages in the form of so-called book and account
assignments, ie Compa- nies paid for work performed.
A unit aircraft meant that the difference between the
various versions would be small and consist of different
weapons, countermeasures and some
målinmätningsutrustningar. School version would be
two-seater. The advantage of a single unit aircraft was to
utvecklingskostnader- na could be spread over a large
number of aircraft. The downside was that a larger time
gap would occur the next aircraft, causing great
difficulties to employ and advance Kövra development
resources in the industry.
In 1964, the government appointed a committee,
Materiel Minister, to review the entire 37-project. This
was due to concerns that the aircraft would be too costly.
An alternative acquisition of a foreign aircraft, F-4
Phantom investigated. The result was that the
government in 1965 approved the project called in
principle and that the development could proceed. On
March 20, 1967 was regeringsbe- out regarding the order
of 100 aircraft, later increased to 175 series aircraft of
type AJ, S and SK.
Important choices facing development
Aerodynamic design, vingkonfigura- tion. Concept
delta wing, double delta (J = 35 Dragon) delta with
foreplane, Pilvinge, swing wing and also tiltable Pilvinge
evaluated against each other. Single-engine such
well-engined aircraft investigated. STOL requirement
demanded lower landing speed than aircraft 35 and work
went into studied studies of lift motors, strålavlänkade
engines and engine braking (reversing). Because the
aircraft 37 would first replace A 32 was attacked
requirements to dominate in the beginning. Among other
things, optimized configuration especially
21
for well-off and landing characteristics, and when flying
with transonic speeds at low altitude. Many felt that this
pointed to a nosvingekonfiguration, ie a delta wing
combined with a foreplane. But the choice was by no
means self-evident and configu- rations also studied. A
nosvingeflyg- plan had been tried in France in the 1950s,
North Griffon. A prototype was flown
In 1957, but there was no production. Furthermore, except
where the Wright Brothers Flyer 1903 a nosvingeflygplan.
Viggen was thus a deltavingat aircraft provided with
a main wing closely connected lad foreplane. On a pure
delta lost part of wing lift because bakkantrod- clean by
balancing reasons must be folded up in such landing.
You could say that nosvingen seek to balance the
main wing so that it can gain increased lift by lowering
bakkan- trodren. But on the other hand, interferes
nedsvepet from a loaded foreplane main wing flow, so
that the net effect will be less. Nosvingens close location
to the main wing led to the latter's rotkorda was shorter
than had been the case with a clean join. It came to
cause strength -, weight and rigidity problems.
Herd size. The experience of The country then and
Dragon pointed to the need for a crew of two. The
dragon was a single-seater and the burden on the driver
was often very high. The time for study, work coincided
with the time when the first computers were created. The
word computer was not invented and the calcu- lators
who arrived had low capacity. The trend, however,
pointed to more advanced devices could be constructed,
equipment that could allow a certain degree of
automation of the tasks BE-up date used to perform. The
question was whether the second crew member could be
replaced by a computer. You bet boldly on this
assumption.
engine choice a war aircraft is very important. Since
abandoning
attempts to provide the Lance and the Dragon with
domestic engines were we again showed reference to
foreign suppliers. Both one- and tvåmotoralternativ
examined. These were then combined with the lift units
for the study option where VTOL properties was
assumed. The same performance is tvåmo- toralternativ
heavier and more expensive per aircraft, but on the other
hand, the likely casualty losses during use. More
important is probably the engines that are available. It is
concentrated in the end against enmotorutföranden. As
for military engines are often designed for a particular
aircraft and thus optimized for certain flight conditions.
Putting an existing engine in a new aircraft is not so
easy. Often match neither the requirements for flight
cases, operating profile or installation conditions. The
aircraft were expected to have longer endurance than
föregå- only. Therefore strove a modern engine with low
specific fuel consumption but also with high thrust /
weight ratio.
Suitable engines were very few at the time of the
decision. The study phase was long and motor
development was rapid. Many options could see the light
of day during this time. Up to 1960 developed the
so-called turbofan engines with lower fuel consumption
than previous engines .
The most studied engine options were versions of
the Bristol Olympus (pure jet) and Rolls Royce Spey
(turbofan). At the end of 1961, two new options: Pratt &
Whitney JT8D and Rolls-Royce RB177 Medway, both
civil turbofan engines. It is assumed that certain
modifications would be necessary to adapt the engine for
example, the double Mach number.
Of course, even a efterbränn- chamber to come and
constructed. These two options were to Olympus.
Drawbacks of Olympus was uncertainty was concerned
the decision situation in the UK and the engine's greater
fuel consumption. The choice was difficult.
22
For airplanes 37 were finally selected a version of JT8D
who was designated RM 8 in our aircraft weapons. What
it did was to choose a civil turbofan engine designed for
Mach 0.85 to aircraft expected to fly Mach 2.0+. The
engine was fitted with a Swedish developed EBK. The
result was unchanged fan, new burn chamber, as
amended turbine and of course the new fuel control.
Virtually all parts of the engine must be resized because
of the higher Mach number. For jaktver- sion engine, we
also had to make a whole new fan, low pressure
compressor and new combustion chambers. Because of
the very different operating conditions for RM 8 could
experience gained from JT8D program only partly come
RM 8 assimilate. But Airbreathing got together with P &
W is a major development work.
The choice of configuration and engine had some
secondary consequences. The engine by-pass ratio, 1:
1, means that ytterdia- meter was pretty big. Thus was
also the whole aircraft is larger and heavier than
originally anticipated. To reduce the weight of the aircraft
was shortened body. The engine's surface outside
diameter also meant that both had problems with the
wing attachment, so that the wing loads in large part to
be introduced into the body through a sharp wing spar,
and secondly that the landing gear attachment were
placed in the wing, which made the suspension of the
external load. These facts and the shorter rotkordan on
the wing caused problems with the strength, stability and
aero elasticity. The measures led to increased weight.
An experience: In such a tightly integrated schemes being
a war airplanes it is important not only emphasize the
advantages but also the time BE beware disadvantages and
secondary effects on the entire system.
Requirements for life. A war aircraft had been in the 1940s, a useful life of
usually about five years or less depending on the rapid development
performance. For the individual airplane was anticipated with a very short
life, no more than a few 100's of hours. That meant utmattningsfeno- but
often were not sized for design engines. The dragon was dimensioned for
1,500 flight hours, a limit that could later be raised. The requirement for 37
Viggen was initially not much longer. Substantially the same test methods
as envisaged earlier. The problem with increasing the life of the warplanes
came to the fore in the US and other countries. It began to study how
structures in more detail gradually weakened by fatigue, for example by
crack propagation in metallic materials. The research called fracture
mechanics and damage tolerance. Methods output was developed for the
early detection of cracks, assess the fracture propagation velocity and
assess the residual strength, damage tolerance. All this required a much
more extensive testing. In addition, one must assume a probable load
range of the aircraft. Lack of knowledge from the beginning meant utprov-
solution before serial delivery was incomplete, which resulted in three
accidents due to wing offense. It was a painful lesson. Base rate on new
load range required extensive testing, redesigning and modifications. Lack
of knowledge from the beginning meant utprov- solution before serial
delivery was incomplete, which resulted in three accidents due to wing
offense. It was a painful lesson. Base rate on new load range required
extensive testing, redesigning and modifications. Lack of knowledge from
the beginning meant utprov- solution before serial delivery was incomplete,
which resulted in three accidents due to wing offense. It was a painful
lesson. Base rate on new load range required extensive testing,
redesigning and modifications.
An experience: It never pays to haggle for testing.
Reliability requirements etc. The technical
development allowed opportunities to more efficient
tactic for flight connections. Unfortunately, this is usually
more complicated design functions and use of the
technology to its limits. The number of parts and com-
ponents of aircraft increased. To achieve an acceptable
reliability of the overall system required reliability for each
part and component. The effect of an aircraft system
depends not only on the impact of the single different
aircraft and number of aircraft, but also on the availability
of the system.
23
For aircraft 37 required the reliability, MTBF (Mean Time
Between Failure), for each subsystem, device, the design,
etc., all summed to the MTBF for throughout the aircraft.
Demands were made to test the system and to detect errors
and the time to address them. For example, the specified
time for the engine change. Times set for the various service
operations such as refueling and charging. Requirements
was formulated also for the logistics system, ie the supply of
spare parts and replacement units, test equipment
applications, publications. The requirements were compiled
in a maintenance plan.
AJ 37 characteristics
Flight Performance. The purely technical per- dakraven
flight, or to begin with the objective compounds, partly
determined from the result of studies described above, and
with the studies of what happened in other countries, and
by evaluations by anticipated effect of the system 37
against intended target with respect to the hostile
antagonism. The requirements Wide-ups including
maximum speed, swing speed, range, payload, flight time,
landing speed, etc. for a number of mission types.
Control systems. Airplane 37 had a very good, but
complicated control system. There were developed by
Saab in collaboration with the assigned American
company Honeywell, but also with input rates from KFF /
FMV. Many of the problems originating from
imperfections in the aerodynamic and structural The
construction dissolved with modifications of the control
system also, mainly its electronic part,
i.e., the autopilot. The aircraft was easier to maneuver at
low speeds than the dragon and got better spin properties
and not at all the same tendency to end up being super
stable.
Computer. It essentially new with the electronics of the AJ
37 was the introduction of a central digital calcium kylator,
CK 37, and a head-up display, SI. Viggen was one of the
first aircraft in värl- anyone had a computer (American
Convair F-106 was probably first). A working computer was
a prerequisite for the aircraft could be

single-seat. The computer could perform calculations that
previously made in the aiming system, but Above all, it
would make calculations Ti digare performed by the
driver / navigator. This required a more comprehensive
communication and integration between other electronics
as well as a well-designed presentation system largely
controlled by the computer. The computer was originally
very limited storage volume, but even so it could be used
well into the 1990s.
The radar, PS-37, had the task to detect targets at sea and
on land, achieving a radar map, measure the distance to
the ground targets, enabling bombing in level flight,
navigation support system and also detect air targets. The
radar, which was the monopulse, designed primarily for
reconnaissance against naval targets and ground targets.
Mono Pulse meant improved interference safety and the
possibility of distance measurement against ground targets,
which is highly significant in attack with unguided weapons.
Automatic ter- rängföljning using monopulse radar
24
Cockpit and instrument panel
of the AJ 37. Photo: SFF
archive
discussed intensively. But in light of our terrain and our
prospective förbandsupp- elect never introduced this
facility.
Navigation and presentation. From the beginning, a
long wave hyperbelsystem selected as the navigation
system but different problems tving- ade us to move to a
more conventional navigation systems based on DME,
VOR and Doppler velocity measurement. The system
location information, then the basis for the
so-called mission Navigation feature of CK 37. The
information presented to the driver on a two indicators
so-called head-down indicator (MI) and a head up
display (SI).
The MI presented radar information, control
information, flight mode data etc. In SI presented the
information necessary for takeoff and landing, navigation
and weapons delivery. Dragon landing system was
considered too sensitive to disruption in war situations. A
new microwave-landing system, TILS, devel- was
therefore, partly in collaboration with the US Navy.

Top:
Interference Capsule KA / U 22.
Photo: Emil Lindberg Lower
picture: Countermeasure
capsule KB could trap both
radar disturbing strips and IR
affecting torches.
Photo: Emil Lindberg
Communication system. The Air Force had initially
requirement that the electronics 35 of J would be used in
the new aircraft. It was not possible in view of usability,
reliability and cost. Recognition system (NS), PN 79,
where finally the single apparatus from J 35 later used in
Vig- gene. The development of radio technology was
then as now strong, which led to the Viggen got a brand
new multi-channel communication systems covering the
UHF / VHF and FM / AM modulation.
Countermeasure. Attack and surveillance versions of
Viggen equipped with jammers (capsule KA), and
strip-flare dispenser (capsule KB) and Radar (APP 27).
Countermeasure is a device that continuously need to be
updated to work with new electronic
25
environments. The radar also took several measures to
reduce the effect of enemy interference.
Maintenance system, etc. The aircraft's overall system
was more complicated than previous aircraft. To get the
required reliability must surely be able to verify the
operation of and detect errors in avionics. It required the
introduction of an automated testing systems and to
some extent in every subsystem of the aircraft, and the
aircraft in a centrally controlled test system and partly
external test equipment. During the flight there was a
continuous au- tomatic function monitoring and on leave
marks performed a function control without external
equipment. For performance control and more accurate
troubleshooting connected a test bus to the aircraft. The
system was modified so that it became less and less
dependent on external test equipment. Data recording for
training and maintenance measures introduced
The experience of the Vietnam War PE researched the
importance of making the aircraft more durable against the
hostile effects of weapons but also the importance of preparing
krigsreparatio- down.
Weapon AJ 37
Since the invasion of the sea was the highest priority war
was the case a robot against naval targets the main
weapon. Here inherited one robot RB 04, which was an
ingenious build to aircraft 32. A RB 04 was modified to RB
04E. One drawback was that it was flying with subsonic
speed, but this was offset by an extremely low altitude
attack and some REMEDIES who did homing less
vulnerable to interference. Later, anti-ship missile
RB 15F.
But arms against land targets was also required. Here
discussed command-controlled robots, TV or IR homing
missiles, laser guided robots or glide bombs, bombs myck-
et against hard targets, the explosive bombs, rockets
attack (arak) and automatic cannon (akan). Later, multiple
weapons. A robot against land targets could be controlled
with commands from the driver or with a homing device.
The disadvantage

with the first method was to firing aircraft must remain
focused on the target until the missile hit the target,
causing antagonism from anti-aircraft more efficient. In
the United States and France developed missiles with
television homing. After much discussion, it was decided
to develop its own command-controlled robot, RB 05, and
the slightly later buy a foreign missile with TV-homing, RB
75,
Maverick from the US.
Early on there was a demand from the Navy aircraft
37 could trap
sea ​mines at high speed at low altitude with great precision.
The project was based, however, due to technical and
financial difficulties.
Initially it was assumed that all heavy weapons must be
controlled, ie robots. But after further calculations, it was
found that even unguided bombs could be very effective in
some cases. therefore creation blasting bombs. Installation
of minbomber was studied des, but was removed at last.
Later, the Air Force introduced the laser-guided weapons,
but they are expected to be used in a less aggressive
motverkans- environment than the presumption of the
attack on our country, where these weapons are considered
less effective. For night attacks against land and sea targets
would lysbomber used.
Attack Rockets, 13.5 cm arak, in capsules inside went to the
arsenal. They were inherited from tidiga-
26
Some of the weapons options
that AJ 37 could be equipped
with. From left: explosive
bombs. RB 05, RB 04,
akankapsel and arakkapsel.
Photo: SFF archive
re planes, but was there individually hung. The issue of
the aircraft would have built-in machine guns, akan, or
not studied in depth. It was considered that the guns in
most missions, also including search and search version,
did not contribute as much to the effect, but the weight of
the airplanes net. It was probably the right decision
based on the guns available at the time; ex empelvis
Adenkanonen in J 35 had a too poor ballistics. But as an
outer more options it established a capsule with a built 30
mm Aden akan. The targets were assumed to be
unprotected troops, but also transport aircraft and
helicopters. A bomb capsule,
BK / DWS 39, with large numbers of submunitions also introduced
later as a weapon against smaller armored targets. (Bomb The
capsule has now excluded for political reasons.)
The aircraft must also have self-defense weapons. It
became IR hunting robots, RB 24, RB 28 and RB 24J.
SK 37
That you needed a two-seat school version was clear
from the outset. The version could only be used for the
approach of the pilots, why no tactical equipment such as
radar, etc. required. Already after a few years was a
requirement to use the SK 37 aircraft that bothers to

YES 37 had a more
advanced layout with more
electronic, digital and
integrated equipment. Thus
appeared the upper
weighty part of the
necessary information is
now three elec- tronic
indicators, head-up display
SI, target-indicator with
radar data, MI and a
tactical indicator, TI. Photo:
Emil Lindberg
practicing hunting units and air defense units. Later
introduced equipment to aircraft could also accompany
attackflygför- bands that bothers airplanes, SK 37E.
S 37 in two versions: SH 37 and SF 37
It proved to be difficult to carry out any kind of
reconnaissance mission with a flygplansver- pension.
Therefore developed two different versions: SH 37 and SF
37. Current sensors were radar, cameras for visible light and
infrared and infrared scanners. SH 37 primarily intended for
radar reconnaissance. The radar was a modified version of
PS-37 from AJ 37. Camera equipment was brought in
several different types of external capsules: one for dressing
capable camera, a dark cameras and a flash assembly. The
latter two would also be used in SF 37. Later SH 37 was
equipped with a camera distance in capsule, CA-200, with
extremely long focal length for reconnaissance at great
distances.
SF 37 had no radar. Several different camera-acids and an
infrared scanner placed in the nose.
27
A lodkamerasikte, similar to S 35E, were installed.
Same countermeasure could be carried as AJ 37,
i.e. interfering capsule strip and KA / KB flare dispenser.
Radarvarnaren was an updated version of the one
included in AJ 37. Registration of received signals stored
and could be analyzed after landing. Beväp- compound consisted
of the same IR missiles AJ 37 resulted.
YES 37 characteristics
In the mid-1960s, the army running out of money due to
long clung to one of the great peace and krigsorganisa-
tion. It went all over the purchase of new, more modern
equipment. The army suggested that funds should be
transferred from the Air Force to the Army so that, inter
alia, could modernize air defense. The Government set in
1967 the so-called Air Defense investigation, LFU 67, with
Members meets the Department of Defense, all three
armed services, defense staff, FMV and FOA, to
investigate the distribution of responsibility for air defense
of the armed services. The result was that the Air Force
would be responsible for the territorial air defense to
jaktflyg- plane, while the army was responsible for air
protection point target and moving army units. A Mel
lanställning constituted the army's Hawk Dressings, RB
67. The Navy was responsible for the protection of their
ships. A major issue was therefore a fighter version of the
Viggen JA 37, would be acquired. So it was.
For several reasons, the JA 37 differ VA- late written
from the earlier versions. From the beginning had been
realized that a new radar was necessary, a radar that
could also work against low-flying targets. Likewise, the
aerospace plane is primarily equipped with effective
weapons against air targets. However they had not
initially anticipated any significant changes to the basic
aircraft and engine. Developments in electronics went
very quickly. Lending armor with better reliability and
performance arrived, which in many cases were not more
expensive than the equipment that was in the Previously
versions. But above all, it was now a
larger transition from analogue to digital possible and
advantageous. The step from avioniken in AJ, S and SK
versions of JA 37 was very large, actually even better
than be- tween 37 and JA JAS 39A / B. Through the
increased digitization of avioniken could achieve higher
power and rationality through further integration. As an
example, the interconnection between the radar, the
central computer and control system for more precision
in the use of the gun. At the same time, the integration
between the aircraft's subsystems increased, also
created opportunities for more exchange of information
between the aircraft and the battle management, and
between aircraft within their own dressing.
Tougher requirements on the operation of the aircraft.
In order to apply an optimal tactic for hunting mission
required both the use of increased angle of attack and also
harder lastspek- rooms compared to what was required by
AJ 37. It resulted in the strengthening of the wing but also
by other structural elements. The engine was changed in
several respects; three-stage fan, modi- fied high pressure
turbine, new combustion chamber
etc. The engine and the aircraft became longer. The
weighting also increased. This required that the engine needs
to provide more traction. For example, increased tensile force
at completes ebk from 11,790 bp to 12,750 bp. We now had
two versions of RM 8, RM 8A and 8B RM.
The demand for new features in the avionics and
weapons systems meant that a brand new computer,
CD107, with more miniaturized electronics was necessary.
The computer had significantly greater capacity than the CK
37 but was not expensive. EF best extensive testing elected
a new, digital control machine with better reliability. JA 37
was the first aircraft in the world that was fitted with such
equipment.
radar development . Attack aircraft had been developed
so that låghöjdstaktik became more ef- ficient than before.
It meant that our jaktflyg- plane radar must be able to see
by marking the cow and have radar missiles with the ability
28
to operate at low altitude. It did not pass the regular
pulse radars. Any form of immersion lerskift detecting
radar must be used. The advantage of a pulse Doppler
radar is that it can better distinguish moving targets, ie
aircraft, from dominant markekona.
Anticipation had probably Flights administration since
the end of the 50th century added study and trial
assignments on the LME, SRA, TUAB and FOA regarding
the basic technology of pulsdopp- lerradar. Two different
modes could be selected for such radars. Either high pulse
repetition frequency, HPD, or with medium pulse repetition
frequency, MPD. The first gives good detection distance in
AN cases from the front but has more difficulty to measure
distances to targets and detect targets in bakifrånsektorn.
The pulse Doppler radar with high pulse repetition
frequency, HPD, already existed in the 1960s. The second
method, the MPD was useful full circle. The technology,
which was at the time of development of the JA 37, did not
allow switching between these modes on the same radar.
For JA37 and its radar, PS46, was elected MPD. The
required signal processing in PS46 was made possible by
introduction of an extensive digitization. PS46 was well
into the 1990s, Europe's best airborne radar and was
surpassed only by some younger assigned American
projects.
Presentation System. AJ 37 had a conventional tional
dashboard. JA 37 was chosen a more advanced layout
with more electronic, digital and integrated equipment.
Thus VI said the bulk of the necessary information is now
on three electronic indica- tors, head-up display, SI,
målindikatorn with radar data, MI, and a tactical indicator,
TI. At the latter was shown a horizontal picture of the
tactical situation, a map, etc.
Navigation. The time was now ripe to introduce inertial
navigation, TN. This output was now the main
component of Navigational aids system. The other parts
of the AJ 37 were still there, including landing system
TILS.
 Communication. In relation to the earlier versions were
added requirements on data from the sprinkler to the
aircraft. A new styrdata- message was specified.
Coordination was needed so that both planes 35 and 37
could be led from the sprinkler. Previously applied only
called direct command, i.e. sprinkler measured in both hunting
and target position, altitude and speed and counted out and
sent to the control order hunting aircraft. Thanks to the built-in
computing power into the JA37 could now also apply indirectly
combat command. Then did the hunt just geographic target data
from the sprinkler. Calculation of the appropriate flight paths
were made in JA 37's computer.
After a few years you could also, with small modifications
resourceful, establish a tad dubbelrik- data link between fighter
aircraft and a down-link to the sprinkler, the so-called hunting
link.
Maintenance and registration. Methods for the more
internal test (BITE) in equipments developed less dependent
on external testutrustning- s. Requirements for tape
recorders for flight safety and maintenance issues were the
same as applied earlier versions. In addition, there was a
large BE court to register the aircraft movement in the air
and sea armament system parameters.
YES 37, 37326, F 17-26
was a sample of the
planes D-modification, this
FC provided with RB 99
AMRAAM. Photo: Emil
Lindberg
29
This is because after the flight carefully analyze what has
happened in a luftstridsöv- up. These recordings can be
in the ground fixed coordinates define the exercising
aircraft courses. It was a much more economical than the
systems based on measuring the aircraft from one or
more ground radar stations.
Weapon YES 37
Before the start of the project by JA 37 was made
investigations which established the qualities that were
important for the future of hunting robots. FMV examined
together with Saab what it would cost to develop and
produce their own types of radar, as well as IR jaktrobo-
takes. The work resulted in 1970 in a number of project
proposal called RB RB 71 and 72 for radar and IR robot.
For economic reasons advocated by the acquisition of the
American radar missile Sparrow. Investigation of various
infrared robotic option, however, continued. One is a
Swedish, RB 72-12 and also an option of a further
development of the RB 28th
With an ever-tighter economic framework was decided to
close down the new projects and go in for a direct purchase of
9L Sidewinder, RB 74th
Because of sekretessvårigheter of the Americas rich are
taking it though nine years to get export permits.
Meanwhile, the development of infrared countermeasures
progressed, so when we finally got the robots needed the
modified gene tämli- immediately. Perhaps it would have
been better if we tried to pursue RB 72-12 project. But the
process was a good illustration of how difficult it can be to
choose between domestic projects with technical,
economic uncertainties and purchase based on the
privacy issue and supply uncertainties. RB 74 was
delivered in the early 1980s. IR robot RB 24J knowledge
they carried from the outset.

Some difficulties with privacy arose even before the

acquisition of Sparrow. FMV then turned both to the UK
and also to Italy to get quotes on other robots, which was How to keep a war aircraft operational value? Time in the simulator gave

actually developments of Sparrow. The choice fell on an effective training at a

skyflash from England,
RB 71st The robot had a semi-active målsö maker.
Now pointed tactical studies on the need for a
built-Akan, but with much greater effect than previous
types. the Swiss
30 mm Oerlikon KCA cannon was chosen. It was a big
step forward and meant something of a renaissance for
Akan in aircraft. The ballistics very favorable with high
average speed of the shell in combination with the
aircraft's good steering characteristics admitted
considerably larger areas than to sliding past akan. The
gun could also be used for ground attack to complement 13.5resulted in the aircraft's service life was stretched out over
cm arak in the capsule. (Later in the 1990's was
expanded arming with AIM-100 AMRAAM,
RB 99).
lower cost. Photo: Saab
Already in the decade of projektstu- dierna changed the
operational, technical and economic conditions, as
emergency vändiggjorde new studies and
considerations.
The tension between the superpower blocs forced
them to constantly be on The technique Ken forefront. The
pace of development, measured The number of new
aircraft per year, remained high. However, higher
performance and more complex aircraft drove up costs for
both development and production. It was noticeable even
for the great powers. Simultaneously began the
possibilities of making improvements smaller the ka after
all, several technology disciplines matured. All this
time. However happened and is still happening more
successive leaps in electrical engineering. This means that
the basic aircraft and engines are modern for a longer
time, while the electronics can be less useful in the past.

simulators
Complete simulators and some momentsi- accumulators
required for the different versions. Here the choice was
between to simulate most of the functions and the like
before simulating input transient aircraft devices and
subsystems. The trend was towards more simulation
functions. Likewise, improved business intelligence
presentation significantly compared to J-35 silica
mulatorerna.
There was therefore a requirement that improve or
replace the electronics after a certain time. The possibility of
introducing modifications only through software changes
meant in some ways something of a revolution because it
meant that the series aircraft did not have to be taken out of
service when the modification was introduced. New weapons
also came, but there was a development rate is not as high.

30

Lars Peterson,
graduated from Tech.
Gymn. Jönköping
1953 employed at Saab as hull
design engineer in 1955.
Responsible for the hull to FPL
35XD, development manager
for the hull to FPL 39, chief
engineer for the wing to Saab
2000 (Madrid).
Saab 37 Junior. The
comparison with FPL 35
shows that it concerned a
very small airplane
Project 37 Junior
February 3, 1960
The development of the basic aircraft
Around the end of 1958-59 I was very young
engineer confidence to
directly under Erik Bratt help him develop new project
ideas for a future aircraft 37th
Responsible for Saab förprojektverksamhet at the time
was head of research Wänström Peace, which was
directly under tech- niske director Lars Brising. In him
was Arne Lakomaa, as Project Engineer and designers
Mauritz Gustavsberg son and Kurt Wrammert. Erik Bratt,
who was head of the "Construction Office airplane" and a
very independent person, did, however, develop their
ideas with their own staff. At first, Bengt Staberg worked
on military projects, but when I got into the car it became
pretty soon he got may work on the project, which would
be aircraft
105, and I got to work with the new militärpro- project.
Eventually even Sven Ore twig and Magnus Westerberg
be attached to Bratt group. They had a lot of experience
from the strength of the office and was otherwise very
round. In addition, the configuration was carried out
studies on the aerodynamic department where they were
influential Hermann Behrbom, Ber- til Dillner and Torsten
Örnberg. It became IB country rather loud discussions in
the various projects submitted, the pros and cons were
discussed. On October 3, 1961 decided
31
Brising Lars Erik Bratt would be responsible for the
project.
For a relatively long time concentrated our efforts on
a small simple aircraft with fixed foreplane. The project
was called FPL 37 ad- nines and was despite the small
size, equipped with two engines of the type Rolls Royce
RB 153 Nosvingelayouten was somewhat controversial
and placement of nosvingen much discussed but
eventually ended up just in front of and above the main
wing. We had then held a number of versions with
nosvingen positioned far forward and low. This was
judged unfavorably, both aerodynamically and the term
point of view for the pilot.
An important part of the design was to ensure that
the equipment that was in the aircraft should be easily
accessible, high-maintenance bility. The experience of
35 Dragon REGARDING THE device access was not the
best. FPL 37 Junior was therefore clean body sides of
the front air intakes and nosvingen. Here was room for
equipment room with large access doors.
Moreover in order to have a sufficient compaction
density as possible on the equipment LA- des much
effort into trying to create a modular system for
electronics. We of Occupational started with a basic
module, which could then be shared or doubles as
required and all-time, easily installed in a standard rack.
This proved to be too difficult to implement and for a time
was completed that work.
Partly because of the skepticism that prevailed
against the unstable nosvingekonfi- guration we
developed a clean take part as a reference alternative. It
was called 37-2. Here Item No. rekommer a certain
confusion in demand as Peace Wänströms group also
worked with a 37-2, which however had foreplane! Our
37-2 through worked very well.
Perhaps the most important parameter, we had to take
into account for all configurations was the requirement for
short take-off and landing
- the new aircraft would be able to operate
 Project 1508A2 (RR Spey)
13 Nov. 1961
from 500 m long paths. This could be solved in different
ways, with varying designs of high-lift and
dragkraftsreverse- ring. A höglyftsalternativ we tried was
the deflection of the thrust. This was done via a deflector
which was placed between the motor tor and EBK and
which could have either a central outlet or two
sidplacerade. Deflek- tower, a considerably increased
height, with inter alia weight and cost increases as a
result. The second project also worked with separate lift
engines which never was the case for us. All options
practiced both nosvinge- as delta and tail planes. Several
different types of engines were "installed" in the various
0 5 10m
projects, but in the fall of 1961, there were really only two
edges candidates, left: Bristol Olympus B.Ol.22R and
Rolls Royce RB 168 Spey.
Project 1562 (Bristol Olympus)
november 1961

This autumn it began to tighten it to the final with the

two main candidates. "Our" main alternative was 1562
that was a great part with Olympus engine with deflek-
catalyst. Peace Wänströms main options were 1508A2, a
delta of Spey engine and two separate lift engines. A
conference of sub-takers from the KFF would take place
in Linköping November 22 where the two options would
be examined. The strange thing occurred now that the
aerodynamics are without Erik Bratt vis-ste about it,
managed to convince Lars Brising that you probably
should take a nosving- ealternativ too. The outcome of
0 5 10m

the conference was that Saab undertook that within a

week also produce descriptions of two nosving-
eflygplan: 1504 RB 168 respectively. with 1564 Project 1534 (P & W JT8D)
December 8, 1961

B.Ol.22R. Pushing ahead, you might think! But the

ELECTRONICS AKAN
project activities took on a whole new turn in early
December 1961 when KFF surprisingly announced that it
"found" fur- ther motor, the American Pratt & Whitney
JT8D, designed for the next generation of commercial
aircraft. This option had Previously never discussed, but
very quickly sketched two aircraft in 1532 and 1534,
balance-based on the preliminary information on the new
engine. At the next meeting of the KFF, which was held
in Stockholm on December 9, Saab received

0 5 10

32
 Fpl 37 type configuration 1
30 October 1962
Type configuration 1, TK1,
before carrying body
abbreviation. The aircraft is
known as oblique shock
intake.
On the opposite side is visible
at the top of the two "finalists"
November 1962 1508A2 and
1562. At the last moment, the
man also two
nosvingeflygplan, 1504 and
1564, but the decision was in
1534 with JT8D!
news that KFF has already decided that the aircraft 37
would have JT8D! The choice of JT8D was motivated,
among other things with the large cost savings that could
be expected, since it would be very reliable. The engine
was the turbofan type, which meant low fuel consumption
because the engine and high traction supplementation
with lit EBK. For a unit aircraft, this should fit perfectly.
On January 10, 1962, we presented our first layout in
a nosvingeflygplan with reversal. The aircraft was
designated in 1534 and was so smånigom aircraft 37.
We also developed compared with alternative JT8D
engine. Mention may be made in 1536 which was a
nosvingeflygplan with sidodeflektor and 1538 was a mere
attend. There was, however, in 1534 we went on. KFF
approved the basic version in February and in April was
named Saab's main supplier. In May, KFF a license
agreement with Pratt & Whitney BRANCHIAL winding
development and production of JT8D 22 in Sweden was
designated RM eighth
The aircraft was refined in the spring and we put a lot
of work on maintenance saspekter, so that for example,
all electronics cans would be accessible in a completely
different way than before and engine replacement could
be made within the specified time. The first relatively
detailed project specification is dated October 30, 1962
describes what internally designated type configuration 1
or TK1. The aircraft appears to be two-seater, but the
second seat is just a space reservation
33
for school performance, normally used the scope for fuel.
Another significant change was to the fixed cannon had
now disappeared. RM 8 was much fatter than previous
engines we worked with, and the overall height of the
structure around the abdomen had shrunk properly to
meet the requirement of a more or less favorable area
distribution, leading to weight tended to increase in an
unpleasant way.
It was the first time that the "Area Rule" - the
principle applied to the Saab aircraft to reduce drag
around Mach 1, which was considered very important. It
was also shown that the reverse arrangement would be
more complicated and heavier than assumed.
In autumn 1962 there were fears that the aircraft
would be too large and expensive, something must be
done. On October 1 took Olle Esping as project manager
and now got a group of engineers tasked with in a
confined space work to reduce weight. It was mainly the
length of the body could do something about.
Landing gear, which was previously completely rat
placed in the body, moved with his attachment to the wing
and dropped now in and out perpendicular to the direction of
flight rather than in the direction of flight. It all resulted in a
kroppsavkortning of just under a meter and it achieved a
weight saving of 500 kg.
When introducing the draw for KFF November 23,
1962 would be a prioritization of existing implementations
were the following alternatives to choose from:
1. The existing "two-seater" basic execution
before shortening.
2. The shortened nosvingeversionen in the single seat
embodiment.
3. A single-seat aircraft participate (project 1538).
4. A "two-seater" nosvingeflygplan in the
truncated version.
5. A DK-up body suitable alternative 2 and
3.
The decision was that the single-seat plane enhetsflyg-
under option. 2 would be the starting position for further
typarbetet. Tvåsitsigheten could be solved without the
extension of the body. The space behind the driver
designed as a cabin containing fuel under a reling- and
electronics over. Two-seat were thus less fuel and some
re-allocation row electronics.
It is strange that these layoutdiskus- sions conducted
less than two weeks before the project was announced.
When the system 37 presented publicly December 6,
1962 appeared a drawing showing the TK1 from the
specification on 30 October. PR people did not have
time!
detail Problems
Once the initial project specification was it contained a
requirement that the height of the aircraft could not
exceed 4.5 meters. The reason was that soon after
landing could run into the hangar and caverns whose
height was just over 4.5 meters. Pretty soon, we found
that it could not fulfill. To cope including side stability
required a fin whose top was significantly higher than the
specified maximum height. The solution to this problem
was to make the fin folding. The requirement was then
that the precipitation could be implemented in less than
half a minute.
It fell to my lot to plan the whole
fenfällningsmekanismen. Since fladder- requirements was
extremely hard, got virtually no gaps occur in the
mechanism while ensuring the safety against accidental
precipitation must be high. It all resulted in a very
complicated and heavy mechanism was tested in a climate
chamber from minus 40 to plus 100 degrees. It was
installed in the first test aircraft, but before it came to flying,
discussions were held with the KFF who changed the time
requirement for precipitation from a half to three mineral
utes. This meant that automation could be ruled out, and
the precipitate was performed manually by a mechanic
who was standing on the wing. The airplanes net became
through change at least 15 kg lighter and the cost was
significantly lower.
34
Another much discussed topic was the fronts trutans
design. Experience from drag-ken showed that a double
curved windshield was very difficult from an optical
standpoint. It was now to have a big head-up display
behind the box and be able to compensate for the optical
aberrations that occur. It was known that the
double-curved glazing was excellent with respects to the
rain runoff, while the uncertainty was greater respect
conical and cylindrical boxes. The alternative plan
windshield quickly fell away when you knew that this
would require windshield wipers to ensure landing
visibility in the rain.
From an optical point of view preferred siktesut- the
developers of the cylindrical box. This gave a fairly
mellow geometry of the front body but was appointed
head options. To learn about how it did rain runoff
mounted an imaginary 37 -ruta outside the BE existing
box on a dragon and it made a number of test flights in
the rain that resulted in the approval. Thus came the
aircraft to be fitted with a cylindrical front glass with a
diameter of 700 mm.
The development intensified
The first typritningen of the abbreviated aircraft, TK2, is Type configuration 2, TK2,
with shortened body, simple
dated February 26, 1963. It was now investigating the
pitot intake and vingplace-
impact of body abbreviation. Huvudlandstäl- rat undercarriage.
Fpl 37 type configuration 2
February 26, 1963
 Fpl 37 type configuration 3
April 26, 1965
Type configuration 3, TK3,
corresponded to the first
test aircraft, 37-1, as seen
below, start for the first time
February 8
In 1967.
let could no longer be body mounted and must be moved
to the wing, and to bring down the length of the landing
gear legs had been cut wing so that the configuration
was lågvingad instead midvingad. Main place utforma-
des tandem arranged wheels to smaller the ka maximum
body cross-section - the aircraft had become pretty
chubby. one obvious
35
disadvantage of the new landing gear position became
poorer wing structure, while the best place for hanging
the external load disappeared. The exodus of the
vingpla- ed external load would prove both certified CG
and longitudinal stability problems.
The weight was (as always when devel- ops aircraft)
a big problem. Some directly useful weight formulas for
the project was not because Viggen in many respects
differed from previous aircraft. Viktkon- customs office of
destination therefore had to estimate the weight basis of
all-male experience, statistics, and in cooperation with
designers and engineers strength. A difficult part of
weight estimate was
e.g. tail cone with ejector and reversal, which we did not
have any experience. When the base came, the weight
and center of gravity of all parts and components. All
registration was done manually.
The first official weight monitoring is dated May 6, 1963
and aircraft takeoff weight without external load where
indicated to 13,638 kg. The figure
can be compared to the approach made January 12,
1962 when the first preliminary specification was issued -
11 870 kg. One contributing factor was the higher
projected fuel consumption for the design attack mission.
Now estimated 3550 kg required compared to the first
assumption to 2800 kg.
Results from wind tunnel tests and aerodynamic
calculations obviously of the embodiment and necessary
amendments to introduced in drawings by hand. A major
concern was the discovery that the thin wing stiffness
was so bad, that the deformation due bakkantroder-
rashes in some cases could cause the rudder deflection
went below zero, ie reverse rudder effect! It was
therefore necessary to strengthen the wing, which again
increased ten fold. A weight monitoring early 1966
showed that the estimated takeoff weight was now up to
14800 kg, sparking a frantic weight hunt that lasted
several years. Type configuration 3, TK3, 1965
corresponded to the first provflygpla- net, 37-1, which
was rolled out of the sample workshop November 24,
1966. A number of anticipated changes in the standard
version was not recorded in 37-1.
Wednesday, February 8, 1967, it was finally time for
the maiden flight. Saab's chief test pilot Erik Dahlström, a
safe Dalmas, sat behind the joystick. First aerial device
went programs as Erik could
Reversing Valves
Tertiärluckan closed
36
tell the Viggen was as easily flown as a sports aircraft.
There was a big party in the evening. The further testing
showed emel- lertid that there was a lot to do and was in
some respects enough so dramatic. Series aircraft which
were delivered in 1971 differed in several respects from
the 37 -1.
The testing Flights
When the landing gear was moved to the wing had
attachment points for the "heavy beam mode" V7 piece will
outward spanwise which meant that the aircraft became
more backwardly. One consequence of this was that large
external loads greatly disturbed the vortex flow with
reduced length stability as a result. The problem was
solved since the outer wing could be larger sweep up by
introducing a so-called sawtooth and also vaulted.
Wind tunnel samples had indicated that a potential
girstabilitetsproblem could be solved with a ten-degree
dihedral on nosvingen. The verification flights showed
that overall was better if V shape removed.
Viggen was the first fighter in the world who used
dragkraftsreverse- ring. Not surprisingly, it turned out that
The principle of reversibly
the yaw and pitch stability disturbances arose due to the
synchronization. The left
reversal was integrated into the ejector nozzle that image shows the outlet of
enveloped motorutlop- pet. The problems were known flight with the ignition ebk. In
aerospace up with slaked EBK
when the testing of the reversal began in 1969. At first,
was tertiärluckorna open.
Reversing Valves
AJ 37
AJ 37 of the final output live. assessed the disturbances to be verifiable, but On May 7
Nosvingen is modified, the test airman Milton Mo Bärg such a severe disorder, that it
wing is provided with
was impossible to keep the aircraft remained on the
"saw-tooth" and ryggåsbu-
LAN have appeared. runway. The aircraft veered about 90 degrees and slid
over the edge of the runway. Left wing cut into the ground
and was broken off while the aerospace plane rollade over
on his back. The only thing that kept the fronrutebågen
and windscreen which, combined with no fire arose,
rescued Milton's life. After an extensive formulation
departure embodiment could be modified so that the
reversing jets concentrated to the middle of the outlets,
away from the fin and the wing.
An additional run-off associated with the reversal
occurred in 1971 on the ore with the first series aircraft
and is described later in this book. The accident led to a
modification of the nose wheel steering and reversing the
service was then problem free.
The greatest performance related The problem was
caused by the zero torque goal. Zero torque is the
contribution to an aircraft tilting moments that are already
at the lift zero and depends on the design of the fuselage
up and setting angles of the wings. Viggen with its
relatively thick body, his nose bent down and low wing
got a very big zero torque with great variety of speed,
especially when going from
37
subsonic to supersonic speed. The problem was known
from wind tunnel tests and confirmed by flight testing.
The aircraft was hard to tune out during speed changes
and trimmot- solstice became catastrophically large
because of the large elevator travel. Static aero elasticity
also meant low rudder activity in high speed. A big action
became neces- Constantly:
1. The body was broken up by the joint between the
front and rear body mo difierades.
2. Nosvingeklaffen were set up.
3. "Series Trim", which automatically compensate conditioned zero
torque changes in the trans-sonic, was introduced.
4. The authority Rudder improved by amplifier servos.
These measures improved the situation material respects but
the final solution was the so-called "Rimforsa Bulan", a form
the body of the ridge in front of the fin, the overturning moment
balanced out the aircraft's zero torque and especially
produced shots caused by external load.
The engine was another major problem. It was soon
clear that it placed great demands on the quality of the
air inlet in order to work smoothly. This was natural,
since Pratt & Whitney engine designed towers for use in
commercial aircraft, which of course was operated at a
much kinder way than war aircraft Viggen. The
installation of Vig- gene with its shared air intake was
obviously not ideal from the engine point of view, and it
took a long time for a solution that more or less satisfied
the requirements, was there.
When the first series aircraft was delivered to the
customer June 21, 1971, had huvudpar- ten of the known
problems largely over- gained and the air force received an
attack aircraft that corresponded to future requirements. Now
it was time to deal with the JA 37 Viggen hunting version.
JA 37, a "new" aircraft
Viggen was originally supposed to be a unit where the
aircraft weapons arsenal and

to some extent, electronic equipment would be different
versions. Now it was not so. It soon turned out that YES
37 in fact would be a new aircraft. Elektronikutveck-
development went so quickly that practically everything
was new, but it also turned out that grundflyg- plane must
change substantially to meet the new specification
requirements:
• A new, stronger and less sensitive stönings-
engine was necessary.
• Reinforced control system because of the increased performance
requirements.
• Installation of the Akan.
• Extended internal fuel.
This thus resulted in an almost entirely new aircraft,
although JA 37, at first sight does not differ very much
from the AJ 37. The aircraft is a few centimeters longer
depending on the new engine version, RM 8B is longer
than RM 8A and Moreover, the fin is somewhat higher for
better girstabilitet. Underi- from you can also see three,
instead of two, ro derservon per wing and
akaninstallationen.
Output State in 1972 when development started in
earnest was obviously quite differently compared to the
same time the AJ 37. Now it was a known aircraft were
"modified" in a relatively well-defined rat ways. One can
generally say that the hull was strengthened due to new
higher loads, longer and heavier engine and especially
because of the cannon installation. The first viktberäk-
compound 1972 showed an expected start weight of the
pure aircraft at 16 300 kg. When serial deliveries started
in 1978 the figure was 16 400 kg, which is a very good
rating.
Akaninstallationen hosts a com- takes. The selected
30-mm cannon, Oerlikon KCA, had a superior ballistics
and worked can be compared with alternatives. The
cannon was big, heavy and also not fully developed,
which led to a lot of problems. From the beginning it was
recognized that the pressure wave from the device and
associated public mechanical vibrations could cause
problems for the structure and in particular for the
electronics. an advanced
38
YES 37
blast attenuator was therefore developed. For output YES 37 at delivery. The
body is marginally extended
testing of the gun, magazine and suckler
and fenspetsen height. From
munitionsmatningens function during acceleration built a
the front can be seen in
rotating "spinner" at FMV's test facility in Vidsel. The Cannon installation body
costs of development were underestimated considerably
including because part of the installation work was out of
the Fokker in the Netherlands. The good idea was that
the exposition would be part of the compensation
obligation in the Netherlands bought Viggen.
Flights The testing for the JA 37 was conducted
largely rebuilt with AJ-test aircraft and became a
verification of the development work. The main problem
was that the two test aircraft, 37 -51 and 37 -8, was lost
due to engine failure.
The first series aircraft was delivered December 14,
1978.
Production Comments
Aircraft must not only be constructed, they are also
produced. The revenue will, in principle, when the final
aircraft delivered to the customer. If no documentation is
delivered to production instances in time, this creates
problems of course. When changes need to be made as
a result of the testing, it means that the production data
must be changed and delayed. Not surprisingly, this
sometimes leads to "discussions" between the
development and production departments.
These images illustrate the YES 37, powerplant
airfield designers' everyday:
in a hull shaped according
aerody- namikernas
requirements and also strong
enough, the various systems
installed. The engine is the
most important subsystem
and take apparently great
location. It is important to
ensure that there is
reasonable access for
inspections and that it can be
changed on the asset split
time at inspections or repairs.

It takes a lot of fuel and AJ 37, fuel tanks

often have odd spaces
used. The internal volume
of fuel 37 in AJ was 5525
liters and in JA 37 5860
liters.

The electronics should be YES 37, install electronics

installed in a maintenance
friendly way. It is important to
ensure that you have direct
access to the depreciation seen
device without having to move
others by example
troubleshooting or replacement.

39
The following are excerpts of Saab's former production
manager, Artur Bråsjös, summary of the situation in Vigg
era. " A gradual change for the better the spoon for 37
-epoken when it came to understanding and respect for
each other when it comes to development and production.
Vi and dementalite- ten embossed However, most of the
time, which was found in numerous fought between cluster
including repektive discipline management functions.
Traditionally regarded Saab as an institution with a distinct
utvecklingstyngd- point while production was seen as a
necessary evil, which unfortunately must follow a
development phase, and the staff is not the wiper they take
the trouble to question what and / or how the development
engineers are performing. Pro-
40
production is something going on in the background and is
rather a disorder of development work: Let us construct
ready in peace.
A glaring example of the lack of understand- see
production viewpoints should waist Viggen body be. In
addition to resulting in a heavy and extremely expensive
construction of the HU vudspanten was well paid an extra
time by the introduction of Rimforsa-bump.
Testing and design seemed to have the same
application awareness and -disciplin because the final
design of the AJ 37's air intake frozen seven years after
the first flight.
A very optimistic assessment characterized the
statement that the introduction of Akan in JA 37 would only
result in minor changes to the abdomen. As everyone
knows, became reality another "
The AJ 37 with akan-
capsules of clouds. Photo:
SFF archive

Stig Laurell, in ngenjör engine
technology STI
1957. Started in the aircraft
engine in 1962 as a project
engineer and became RM 8
Program Manager in 1979.
Head of Service Division in
1983 and then for the
Product Coordinating until
retirement in 1997.
Nowadays consultant.
Flights Motors CEO, Arne
Körling, informs the staff
about the appointment of the
new engine, the RM 8, the
Viggen. Photo: Volvo Aero
Flights Motors perspective
The choice of RM 8 (JT8D-22) to the Viggen over raskade
many when it was made at the end of 1961. It has later
debated and can still arouse powerful emotions to life.
The realistic engine candidates that were available to
KFF / FMV to choose from were:
• Bristol Siddeley Olympus B.Ol.22 (UK)
• Rolls-Royce Medway (UK)
• Pratt & Whitney J75 (military version of JT4, United
States)
• Pratt & Whitney JT8D-22 (planned military
version of JT8D, United States)
Olympus B.Ol.22 was Saab's favorite. This version of
Olympus was planned for the British military aircraft
TSR.2, which never produced series.
Medway was a proposal by Rolls-Royce and a
further development of the Avon engine, which it was
hoped that the RAF would also AN reverse in future
aircraft projects. This hope is not fulfilled. It can advance
Modas that in many places in the aircraft engine were
expectations that Medway would be selected
41
for Viggen for the good cooperation with respect to RR
motors RM RM 5 and 6 for LAN late and Dragon.
J75 was an existing military engine, a vinyl conductor
development by Pratt & Whitney (P & W) the first jet
engine J57. It is used inter alia in the American F-105
and F-106 came into service in the late 1950s.
JT8D-22 was a proposal by P & W as a supposed
military version of the civilian JT8D engine that was
being developed for the Boeing 727. The engine was
later developed into numerous versions and
manufactured in over 13 000 copies.
An ex-post assessment of the correctness of the
choice that KFF did in 1961 is in practice almost
impossible to do, because comparable facts missing for
the deselected alter- nativen. We will never know what a
customizable development and tjänsteanvänd- by ​those
in the Viggen had meant.
It is clear, however, that the elimination of the Med way
was right, because it was never accepted by the RAF and
Sweden had to stand for the whole grundtyputvecklingen.
The same reasoning can be applied to the Olympus B.Ol.22
that when TSR.2 was closed down in 1965, would not have
any user other than Swedish flygvap-
net. Later, a version being developed for the Concorde,
but this was certainly not a rite vacuum particularly
helpful for further work on the engine to the Viggen.
However should you might say that the J75 had been a
possible option, an existing military engine with
performance close to what was required for the Viggen.
The barrel was, however, both the older technology level,
which gave a high engine weight and a considerable fuel
consumption even at off EBK, and that it was primarily
designed for höghöjdsintercept.
From a technical point of view, one can well argue that
the choice of the turbofan engine JT8D was both right and
wrong. By this time turbofan engines made inroads in both
the US and Europe.
These promised lighter constructions and the ability
to get an engine with good fuel economy with slaked ebk
same time as a major thrust supplements could be
achieved with the spark EBK.
One can understand that it was tempting to go this
way. It was also known that P & W's military division was
to develop TF30 engine for the F-111, based on the
more modern concept. What we did not anticipate was
that
function margins
the fan and compressors was well small for the air inlet
and EBK interference AN turnaround in Viggen meant.
This was to give much trouble and extra work in the RM
8-utveckIingen (as it did in the TF30 and also to some
extent in the civil JT8D, SPECIFICATION partly in the
Boeing 727).
The decision to develop a military version of the JT8D
entailed a number of consequences, which may provide some
lessons for the future:
1. Sweden was alone in the military ver- sion of JT8D, ie
RM 8. Typutveck- development cost, which for RM
8A been estimated at 2.6 billion kronor in the price
level 4/94, loaded Tufted program. The low level of
maturity of the engine at the start of use led to many
design and production problems must be addressed
with increased typservice-
42
the cost and availability problems as a result. It should
be emphasized that the experience of the civilian
versions, as well as from the TF30, has been more
helpful than what the debate has sometimes given the
impression.
2. The comprehensive typutvecklings- and
type-improvement efforts with support from P & W
and other foreign suppliers meant that the engine
technical competence potency and resource in
Sweden flerdubb- added. This, together with the
production competencies, laid the foundation for
flights Motors later civil partnerships with leading
engine manufacturers.
3. The extent of the konstruktionsänd- rings required to
make a military version of a civilian motor
underestimated. Detailed knowledge obtained during
the latter part of 1962 when the bulk of the so-called
lay-out-substrate had P & W.
4. The corrections of the original STRUCTURE dossier
proved require- vase to meet engine specification
was greater than we thought in the beginning of
typarbetet.
5. The upgrade of the engine required YES 37, including
to create more functional margins and increased
traction. Regardless of the engine selected, should
any kind of adaptation or modernization have
vacuum rite necessary or desirable for a 10 year
later. If the extra typarbetet RM 8B of about 1400
million (price level 4/94) were high or low in relation
to other alternative is probably impossible to
determine.
Learning:
General lessons for the acquisition of the motor to a
proprietary aircraft are difficult to draw, because the
situation certainly varies at the occasional long intervals,
when an acquisition date.
The development of JT8D to
RM 8A was much more
extensive than was originally
intended. It was not just to
provide it with a EBK, the
whole engine must be
strengthened.

RM 8B engine for JA 37
demanded One further
development, including a
third fan stage the three
motors weighing 1 450, 2100,
respectively. 2 250 kg.
Illustration: Volvo Aero

Already finished engines will certainly never be available
for proprietary aircraft with Swedish requirements profile,
a anpassningsut- development will always be required.
Engine choice should be preceded by a longer studied
diefas of the possible options. The studies must be done by
people with motor technical expertise.
Typarbetet was on both sides very goal oriented towards
punctuality of important milestones in the programs, for
example, first motor-driving first
flight test, production, qualification, etc. Most
of these events could also be implemented on schedule,
with the result that also cost attitude was good.

The technical risk should be kept low - suspicion
success stories can result in high costs.
The smaller the changes, the greater project safety -
even seemingly small changes in the basic design can
produce surprises.
Development potential should be included in the basic
design.
Development
Typarbetet RM 8A and B was carried out in myck- et
closely with KFF / FMV, primarily with motor Agency and
the Office lingenjörer controls the aircraft engine. On
both sides there was a powerful core of older, very
experienced people surrounded by a crowd Relatively
new recruits youths. This was especially true at the
beginning of RM 8A-work. When it was time for RM 8B in
the 1970s had the experience and age has accelerated
noticeably!
The relatively good punctuality was made possible
largely by the confidence defulla cooperation between
the parties. They had common goals - thanks in part
contracted forms - and there was sufficient expertise on
both sides to utar- beta compromises that enabled the
flow of the program, even in times of crisis.
In this context it should be emphasized the important
role of KFF's kontrollingen- engineer Malte Svensson
played in the cooperation. He watched not only the
quality of production, he also appeared with great skill as
Motor Agency representative and could therefore secure
with a daily customer participation in the many difficult
decisions that often have to be taken in the current
operations.
Cooperation in typarbetsfasen probably was affected
positively by the contract form that prevailed during most
of the time, ie

43
target cost incentive contract with (sharing mer or less
cost). Customer and supplier as were in the same boat
with a common goal and could jointly steer past all
because that threatens a complex Before while.
Advocacy possibility was the same, none of the parties
have to feel left out or ASI dosatt. A joint effort is needed
if Sweden with its limited resources to cope with an
advanced development program of this kind.
Learning:
Good, or at least an equivalent level of competence among
customers and suppliers facilitating the opportunities for
effective cooperation.
If the common resources of customers and suppliers
unite to work towards the same goal, Sweden can
withstand a development program of this magnitude. The
contract forms with common incentives increases the
objective of the cooperation between customer and
supplier, especially for projects with a high degree of
uncertainty and complexity.
Collaboration P & W and Powerplant
Good cooperation between the licensor P & W and
Powerplant was undoubtedly a försätt- up for a project of
this degree of severity could be implemented in Sweden.
Two things came to characterize RM 8 project in this
regard. P & W's generally great and enduring interest in
this, from their point of view, small projects as well as
their willingness to transfer skills to the aircraft engine.
Interest in RM 8 project at a high management level
within P & W surprised even many P & W employees.
This meant that the project on many occasions received
a prioritization level that was higher than the amount
actually eligible and which of course was very useful.
The reason may be naturally speculate, probably a
number of reasons. A historical good will for Sweden
may have been the notorious "license deal" regarding
STCW engine, illegally were built at SFA during World
War II. One
44
Another reason may have been a P & W's interest at this
time to establish contacts with Any possible partners in
Europe. A third reason may have been good personal
chemistry between P & W management and the
management of the KFF and Powerplant, where names like
East Svantesson and Gustaf Gudmundsson can be
mentioned.
The main responsibility for the development of RM 8
was on the aircraft engine. Detailed design, the hardware
procurement, testing and qualification ring was within this
responsibility, while P & W as a subcontractor
represented lay-outkonstruk- tion, some component
testing, and general technical and procurement rate
support. Show these roles, which prevailed during
typutvecklingen and also typservicefasen for both engine
variants, could only be implemented if the P & W was
willing to transfer the necessary skills.
This has also occurred as the aircraft engine resulted
in an exceptional increase competence in most areas of
expertise in engine technology
and production. Certain
restrictions have naturally occurred in particular,
competition, key areas
e.g. the complete analytical system LCF (Low Cycle
Fatigue). In such cases, P & W on the mission carried out
the work based on input from the aircraft engine.
Learning:
By working closely with a "big" engine manufacturers
notify forms a very large capacity building achieve
achieved in the domestic motor industry. Contract Forms
and related chemistry has great influence on the result.
Problems and surprises
Problems and surprises occurred naturally. Most can be
said to be normal in the program of this magnitude, while
some were of such magnitude that they affect the entire
system concept. It is prescribed primarily those
discussed in the following.
Detailed information about all the issues that were
addressed, see "RM 8 Progress
Report "later renamed" RM 8 Program Report ". The
document was published regularly, initially monthly and
later with sodium somewhat longer intervals. Reporting
setpoint jade already at the start of typarbetet 1962 and
held on until the first half of 1991. It was replaced by
"Subject List".
Experiences of EBK-equipped motors turbofan was
very limited in the early 1960s. One of the more obvious
problem areas were limited Aerodynamic stability, which
would plague all motor torprogram that went on in the
early 1960s,
e.g. TF30, JT8D and not least RM 8A. Early in the RM
8A's developement tea showed that pumping margin,
ie the space between the compressor static, the
operating line and the surge line, the evacuation me male
has for acceleration, air inlet and EBK-ignition signals and
other per störningsty-, was of marginal size. This came to
set very high standards with respect a particular
configuration of the air intake, acceleration control of the
gas generator and the EBK's upptändnings- process.
Matching of the gas generator to balance between
traction performance, turbine temperature and pumping
margins caused great headaches. Skovelgeometri and
luftavtappningar must be adjusted. FINAL fabric of the
fully developed AJ 37 -syste- system was well "with some
hesitation, accepted."
Learning:
This is the price to be on the cutting edge of technology,
if possible, more mature tech- nology used for Swedish
development. Perhaps we should start at an early stage
focused on more radical solutions of the type that came
with RM 8B-development, eg three- step fan.
A very serious problem was övertem- temperature in
the oil system, which was to bring many failure rate,
long-term usage limitations, costly modifications and
unfortunately also the loss of an aircraft.
During the gradual increase driftprov- solution at
Mach 1 conducted under Air Motors rammrigg, could end
of typarbetet
45
signs to the temperatures in some parts of the oil system
in the form of coke formation and degradation of engine
oil.
The corresponding characters could not be found in
the test aircraft engines, not even in the engines that
have been involved in tactical testing. The conclusion
drawn was that the samples in rammriggen was
unrealistic hair da and that measures were not
necessary. This was later proved wrong. When AJ 37
started collecting operating time in first-aid service in the
1970s, showed indications of temperature in a steadily
increasing rate. The symptoms were severe, including
Up came the internal oil fires, as well as the rotation of
the large rotorlagrens rings due to high structural
temperatures. Even RM 8B, which was developed in the
1970's first half, was afflicted with the same problem. In
August 1978 crashed 37 -8, the first YES goes into mass
totypen, then an oil fire in motorväxellå- dancing oil
separator burned down pushrods in the aircraft's control
system.
The cause of the temperatures was an
underestimate of the heat supply to the oil system at high
speed at low altitude. Isolation one was inadequate,
kyloljeflödena for small and hetluftsinläckningen at
rotorlagrens tätsystem too large. An extensive
investigation was needed to understand that this was a
failure of the engine basic design and that a major
change package was necessary. Great care was taken
to get such a cost-optimized packages as possible and
several alternative solutions were studied in collaboration
with P & W. Luckily it turned out cheaper common
alternative be enough to completely eliminate the
problem.
A blessing in disguise was that the Air Motors Ramm
rigging proved to be ideal to develop the temperatures
and thus verify- ing countermeasures. The relatively fast
control of the intake state made it possible to go over the
temperature limits and then quickly break the course
before the engine was hurt. An attempt to conduct test
up in P & W's advanced, yet more sluggish regulated
altitude test facility, the income related to an oil fire
caused the engine failure, which in itself gave a
contribution of knowledge, but at a high price.

Learning:

Do not underestimate the error indications that are caught up in

the terrestrial engine testing.
Flights The testing must be better simulate future
joint use.
Flygsäkerhetsriskema in conjunction with the existing
problems must be analyzed with the utmost care and the
best technology to avoid breakdowns.

In March 1980, breakage occurred on fläktskov- LAR

in step 3 on two occasions at RM 8B engines during
sample delivery. When the cause could not be
determined, it was found Airbreathing inevitable that
FMV recommend top flight for the forty RM 8B engines at
this time delivered to the Air Force. The Research work
was found to be extensive and time consuming, among
other things were run four engines with extensive
measuring equipment in the fan. In the end, determined
to skovelbrotten caused by "supersonic UN- stalled
flutter" that appeared on some engines too in a very
limited operating range close to maximum speed. As an
interim measure introduced re-regulation of the engine
operating line which admittedly gave negative effect on
performance, but the availability stop could be lifted.
Final action was a smaller geometric modification of
fläktskovelns blade profile, retroactively could be
introduced on existing blades. Aerial stoppage lasted for
about six months, which of course was unfortunate at
this stage of YES 37's introduction.
the specification of new engines, perhaps best illustrated The first manu- factured
RM 8 shows the foreman
by Rolls-Royce RB L99's complex trerotorkonstruktion
Ture Person. Photo:
not directly such gas to minimize maintenance costs. P & Volvo Aero
W's JT8D engine was structurally simpler than RB 199,
but still did not have low maintenance costs were the
highest priority for the concept. First, in the 1970s, since
the rising costs of engine maintenance seriously begun
to erode the military and civilian users' budgets,
conducted maintenance cost at the top of the design
criteria. A good example of this new way of thinking was
GE F404

i.e. the engine in the JAS 39 Griffin, wherein component

UPKEEP
In addition to performance, reliability and availability are of
course the cost of maintaining an aircraft engine of
paramount importance to the user, more or less accentuate
tuerat of the currently prevailing financial LEEWARD goat.
During the period prior to 1970 should, however, be said
that the main emphasis was on performance
nentmängd, modularity, besiktningsmöjlighe- best,
control principles etc., optimized for low costs. Additional
steps were then taken in even more modern engines by
t. Ex. calculate the rotating components for
sprickpropage - ring instead of the crack and by refining
the engine control using FADEC- system (electronic
engine control).
RM 8 illustrated above period approach to the
maintenance of the single main goal

46
 in this respect was to achieve 600 hours of running time
between reviews (SO) interval. This somewhat modest
wish was met EF best some trouble with RM 8A while it
quickly became a reality with the RM 8B, including using
it for JA37 implemented priflygprogrammet. The lack of a
higher goal meant that they then "leaned back and puffed
out", resulting in a multi-year pause in efforts to continue
the improvement. A stronger, more detailed
specifications had seemed driving.
The maintenance cost per flight hour for RM 8A was an
average of 14 200 SEK (price level
1994) the period 1972-1994. Corresponding
cost of RM 8B was 10 300 SEK during the period 1980-1994.
Some important cost driver for RM 8A has been, in
addition to the design background as above, the
modification demanding The problem of overheating in
the oil system and the need to change life limited parts
(low cycle fatigue) earlier than originally calculated. The
lower cost of RM 8B can largely be explained by these
two problems could be handled better due to the time lag
between projects.
The large number of engine cycles (pull-deductions)
and the long time at high pull per
RM 8 in the test rig.
Photo: Volvo Aero
47
flight hour characterizing RM 8's assignment profiles,
compared with most foreign engines, is also a general
driving cost factor. A rough seems RM 8-profiles have a
factor of two in difficulty for those parameters. EF tersom
maintenance costs per flight hour has a proportional
relationship with them, it is very cost-effective to take this
into account when establishing the mission profiles.
The lack of targets for the maintenance cost makes it
difficult to rate the achieved cost. Attempts to compare
the international engines of the same generation, for
example, P & W TF30 in the F-14 and F-111, adjusted to
Viggens mission profiles indicates that RM 8 does not
have a higher cost. Restriction of the disclosure of this
type of data and the uncertainty about uppföljningssys-
system's structure and discipline leads, however, doubts
about the comparisons accuracy.
Sometimes you will hear details of an argument for
the choice of JT8D starting construction for RM 8 would
have been its civil origin and that this in itself would lead
to low maintenance costs. Since it is essentially the
difference in the method of use that provides the much
lower flight rates to civil engines, it would be unlikely that
this could have occurred as a factual arguments.
Avionics systems in the Viggen
Several managers at Saab was the electronics in the early
1960s is still a matter entirely subordinate to the design
and production of
aircraft, which naturally was Saab's main industry.
Concepts such as computers and computer technology
was still novelties. But a few key people
within
systems department had started growing realization that
computer technology was coming. It began in the late
1950s and early 1960s, a tentative move towards
computerization, whose enormous development potential
a few just guessed, and most do not have the slightest
idea about.
A few leaders of the then systematically temavdelningen
supported the idea of ​an enhanced electronic system with, if
possible, a computing function. A group who later devoted
himself to greater terrestrial computers (D21 mm) had also
studied the possibility of developing, and even developed a
prototype of a flygbu- clean computer (D2) for a robot which
was later closed down. The group believed in the technology
and communications ponentutveckling that would make it
reasonable to have a computer even in a military aircraft. It
was with the electronic system in 35 Dragon input seen to the
limit of the analog technological technique. The systems were
expensive to keep running and reliability was becoming a
problem.
An important argument for a computer solution was
further it could mean a very flexible system, because a
computer could be reprogrammed even after delivery to
the Air Force, which should mean a much enhanced
opportunity for tactical adjustment out of joint. This
feature could prove to outdistance all that one then could
have imagined.
Saab had traditionally built grundflyg- planet with the
customer ordered spaces for "black boxes" that came
from the electronics industry and the Aviation
Administration (KFF). Procurement and coordination of
electronics had hitherto been under the direction of flight
Elektrobyrån (Fe) at KFF. During including
35F-development had begun to realize that unity and
formal responsibility of
48
LM Ericsson in Mölndal for radar and fire director integration
was not sufficient, but that a total integration responsibility
must ultimately end up being the main supplier of the entire
aircraft and weapons system.
Bengt Sjoberg, civ.ing. KTH
Applied Physics
This work was also moved in practice gradually over
1954. Employed at Saab
to Saab during the late 35F development. Before the
Systems department in 1960.
development of the AJ 37 decided KFF early to appoint Responsible for the
Saab is the main supplier, which meddela- des the development and integration of
overall industry in what later came to be called "Tullinge elektroniksystem- and
man-machine functions for the
Bloodbath". Electrical nikindustrins representatives
AJ 37, JA 37 and the JAS 39
reacted namely certainly very negative.
IVA's Gold Medal in 1999 for
"visionary and groundbreaking
efforts at computerization of
Investigations of a successor to 32 Lance, as well as three generations of electronic
the desire to achieve a so-called unit aircraft for both systems in the Swedish aircraft
".
attack hunting and reconnaissance, led to long
discussions on the need tvåsitsighet. After much
determined that the aircraft would be single-seat and
after changes in the approach to attack and chase the
role, it was decided that it was primarily attack role that
would be prioritized. I came to work with the architecture
of the electronic system and especially the question of
the need for a "digital computer", later called the
"machine data" and now the computer.
Viggen goes digital, AJ 37
A strong reason for a central computer was that this
could be equipped with features that would support the
driver and navigator replace the lance. We saw of course
many applications possibilities, including that one could
program the functions for screening and for vacuum pen,
t. ex. new robots. Moreover, one could conceive of PC
navigation, both radio navigation and "dead reckoning"
with the help of air data, waypoint navigation and
landing, fuel management,
time used,
Various presentations and actuating logic, etc. Also in
connection with the primary measuring sensor air data
sensor location and flight computer program could be
used for corrections and bracing.
I, who at close quarters had seen the development of
Bitter in Stockholm, Sweden's first elec- tronic computer,
and used this, felt no doubts that a computer would mean
a big step compared to the approach of the aircraft 35F.
Optimism that an airborne computer with a reasonable
weight and volume could be built was with the team in
Saab's systems department, which was headed by
Gunnar Lindstrom, Viggo Wentzel and Bengt Jiewertz.
They come standard footing with new forecasts on
volumes and prices would decrease for various
components such as memories and integrated circuits.
(UN- der production of CK 37 Saab was one time the
world's largest customer for the new, integrated circuits).
But the surroundings from flygplankon- struktörerna
Saab were somewhat skeptical with some important
exceptions systemav- division. "The level of ambition" with
computer functions attacked constantly as unwarranted
high and a report outlining the appropriate functions in
such a "calculator", which I published in February 1962,
became in some aircraft circles Saab dubbed "Frida Vi
sor" and was reportedly a manager at Saab temporary
insomnia. It occurred to me utpe- Kadesh as a "danger to
the system, 37", and that the level of ambition threatened
the entire elektroniksyste- system. However, there was
strong support for datortan- manufacturers in the KFF,
mainly flygelektro- and weapons firms.
The central calculator
We launched the idea of ​a single central calcium kylator. The
reason for this natural thought was of course partly the cost,
weight and volume, which was considered large even for a
single computer, and input tegrations- and communication
problems if more computers would be involved. Because
there was a very weak point in computerized Trades of this
era, namely the input-output systems. Because the
neighborhood was analogue required largely analog-to-digital
converter and the technology of these were rudimentary. It
should be mentioned that we did tests with samkör- up of
hybrid simulation in real time between features in a
D2-machine and analog simulation software
49
latorfunktioner. When Day Folkesson got this to work, we
did not know if something like that yet taken place
elsewhere. We groped us really was.
Finally, if we would succeed in solving all the problems
with the AD and DA conversion, as we saw anything that
we did not have the complication of transfers between
computers. Had we well come into a central computer with
all the essential information-carrying signals in the
electronic system, we knew you, we internally in the
computer's central processing unit, processor and memory
nesfunktioner with the program, had a highly flexible,
general, programmable communications kationsmöjlighet
between different sub-functions. None accuracy or
upplösningspro- problems would prevent the general
possibility hot. We used the early (1960) term CNK,
Central Numeric Calculator.
On Flight Elektrobyrån (Fe) was the idea of ​picking
up a second parallel computer. It was probably here first,
some thoughts on redundancy, and thoughts of Fe would
have a datorfunk- tion, including for navigation, and
Weapons Office (Va) a sieving and weapons functions.
But this was in contrast to our thoughts on a "central
computer", a communication and logic center as much as
a computing device, a prospective partner for the pilot,
which in many respects could replace sodium vigatören.
Dual computers would also be considerably more
expensive.
Luckily got the responsibility for datorären- the KFF
in a period of shifting from Fe to write, where far-sighted
men in the lead, among other things, Stone Flodin and
Fritz Roy, supported our thoughts. After reasoning with
Va we reached full consensus on the principle of a
central computer. The computer was recently named
"Numerical SiktesKalkylator", NSK, to justify the transfer
to Va. After a short time I began to use the term "number
pad Battle Calculator" and the core functions remained,
while the designation NSK had to live on. When the
project got further return the name CK 37, CK accounted
for Central Calculator. The computer were developed the
hardware in the part of Saab
systems department, which later came to form Data Saab.

A number slimmed memory volume took place,

including 1963, when the volume of a one-time written
project would not have to exceed about 2000 words (two
cords). These slimmed was characterized by avarice
cruelly deceived wisdom. When the project around 1969
had matured before the first series deliveries had
minimum nesvolymen CK 37 stabilized at 8000 words of
26 bits. One can understand that the path was lined with
many quarrels in which project management doubted our
predictions on the necessary memory volume. During the
AJ 37's lifetime, then came a long series of upgrades to
the system functions occur. Minnesvoly- but in CK 37
was increased a number of times in the 1980's from the
original cord 8 to 12 k, then to 20 k and as late as at the
beginning of the 1990s, to 32 cords.

While computer technology later in the 1970s and

1980s was to develop avalanche-like, and that A hardware-wise central computer function contributed The standard version CK 37
communication between subsystems, particularly digital here to keep together a team responsible for a clear end consisted of four monkey
paired units weighing a total
transmission took great strides toward flexibility so persists product in the form of software.
of 51.5 kg. Note the match
even in the JAS 39 basically need for a strong, central tral box illustrating the size.
resource with strong internal communications in the form of An important feature of the central DA tower was Photo: Saab

a central computer. Not even today's bus technology is
flexible and powerful enough to match the strength of a
centralized computer resource with more powerful internal
buses. Therefore, there still remains the need for a central
"ranger station" for the integrated system functions and for
the entire man-machine "interface"
also to program functions could be developed in
successive editions throughout the development stage
until serieleve- rans, and that it could continue see-
modern with new updates in the aircraft out of the joint
service. Further development continued even 20 years
after the first series delivery.

One area, which was to grow more than we

i.e., a central computer system.
The possibility of greatly increased system
integration that computerization brought, led to effective
solutions and then came to mean much for Saab and
other electronics industries continuing operations in the
following aircraft versions. One should not ignore the
importance of these key functions placed responsibilities
and terms of work within a tight samfung--functioning
organization and with good communications between
engineers and test pilots.
anticipated was the man-machine-adaptation with all its
details, including link to the director and weapons
capabilities, HUD, sodium navigational aid, mission
operations and landing.
The system architecture that emerged in the AJ 37
shown schematically in the figure on the next page. Our
CK sits like a spider in a web of analog equipment. The
control system was completely separated with analog
electronics and a mechanical / hydraulic grundstyrsys-
system. Primary sensors, air data, gyro platform,
accelerometer, radar altimeter,

50
 navigation and landing sensors connected to the CC 37
via the interfacing, built-in or separate adapter unit.
Output signals from the computer was apparently mainly
to the head-up display, radar and radar presentation and
on to the various operating controls panels, pylons and
weapons.
Function monitoring and testing of sub- systems also
became the subject of major new development for the AJ
37, there is still a complex telecommunications test car
needed marktes- States.
System development
Compared with previous aircraft was a novelty also the
newly developed head-up display (SI), which came to
mean a lot to lågflyg- up, sifting and landing. The
requirements for landing on very short courses came to
characterize several design solutions to 37 grade. It
focused on low landing speed with automatic speed
control (AFK), a new instrument but landing system
(TILS) with the control order from TILS SI landing
approach and visual precision sifting the way point in the
landing approach the final phase, immediately landing
but
transition arc and finally reversing engine thrust after
touchdown ,. All this made it possible to land even in bad
weather at short backup paths where none of
superpower the fighter could come down.
The front panel of the AJ 37 came to include a variety
of conventional instruments of elec- romekanisk type.
In the middle we see the so-called central indicator
(CI), which could show both radar data with memory
function and moving, fast symbols. It was a very complex
type of pipe that was developed by SRA and Hughes on
the assignment of KFF. Above CI sitting SI was
developed in the UK for attack plane Buc- caneer and
modified and acquired AJ 37 Fe and SRA. SI was to be
introduced in British Harrier and US A-7 about the time
AJ 37th
Beside SI n, we see the so-called EP13, an input cost
indicator for the presentation of homing picture of RB 75
(Maverick).
The basis for all display symbols and image modes
in the SI and CI developed by Saab, where simulators
became huvudverk- fabric for the development of all
system functions

The basic control

Control system
We-ind.

M ind.
sensors Auto.
fartkontr. manövr
Height

Status Automatic
indicators. Pres.
Res α- air data
Res. generator Pres.-
pitot
height / speed

Att.-
CK 37 Radar CI SI
ind.
Temp &
Res.
to. copy-servos

gyros Pitot tubes Div. Pres. &

Course
platform and Manövr.
Status indicators.
Course Gyro
AJ 37's avioniksys- system
Adaptation Unit

in blockschema- shape. Accel.- height Magn.

Adjustment Unit

The central computer, CK unit

37, required special Doppler radar Guns
adaptation electronics for beams
RATE-
hub. &
some equipment were in
separate adaptation units. External Communic. NS
ILS radio
testutr. & Motm.

51

down. Indicator presentations realized then by the SRA
of equipment EP 08th
The navigation features of AJ 37 ar grazed man on
Flight Elektrobyrån and Philips long with Decca system
on long wave, but it ran into major problems why they
finally decided to get a navigeringsdoppler- equipment
and TILS for position measurement on landing.
For weapons, machine guns (Akan), attack rockets
(arak) and bombs as well as for the robots 04, 05 and 75
developed a number of new features in the CK 37. Among
other things, developed computerized siktesfunktioner
completely new type of Akan, arak and bombs that laid the
foundation for the continued utvecklingern in JA 37 and also
the JAS 39. As visually "sight" was used symbolism of SI.
A great pioneering work came to be devoted to the
principles of data engineering design of the software in
CK 37. It was missing a lot of foreign models, so most of
the time became a unique and successful in-house
development which mainly Magnus Tideman and Day
Folkesson made pioneering contributions. The success
of CK 37 was a lot of us on the system side from the start
could may work on very close pioneers Data Saab
designed computer hardware. An important and fruitful
cooperation with test pilots at Saab and FC came to be
developed
52
The front panel of the AJ
37 is apparently
conventional tional with
mainly electromechanical
instruments. Head-up
display, SI, and
centralindika- tower, CI,
dominates.
during this time, especially with respect to radar functions
and SI. It was especially Ulf Frieberg systemically "test
pilot" to mean much when we came with him to develop
a comprehensive consensus REGARD TO many
systemfunktioners innermost qualities. The so-called PM
simulator and system temsimulatorn (SYSIM) became
our most important tool with test flights. The term
"Presentation and operation" (PM) became increasingly
important ..
The transition to YES 37
In förprojektstudierna JA 37, we had considerably better
foundation than at the start of AJ 37. The principles of a
central computer had now completely accepted and the big
question was just how far computerization would be driven
further out in the various subsystems. It was also clear that
the JA 37 were specialized as hunting aircraft. It soon
became obvious that the new electronics must be disposed
of at several subsystems systems. In ten years time
electronics become technically obsolete and uneconomic to
maintain in the long term.
The drawing up of a main specification of JA 37 was
done in close cooperation between Saab, FMV and Air
Force Headquarters, where Saab in large part kept in the
pen. When we later was drawn up by a more detailed
project specification, we could draw widely experi-
 gained from AJ 37 and we managed REGARD TO
electronics system completely get through a presentation
and outline the lines of the so-called "system functions".
This concept became quite naturally by the increase,
computerized ring where many important functions could
no longer be identified with a particular unique device
without functioning chains were formed more and more
among several MACHINES and computers. Project
specification of JA 37 was thus largely utfor- mas
according to our (feature designers') intentions.
The more central functional areas studied were
consolidated in a förprojektfas the newly formed
co-working. E.g. drafted principles for combat in
collaboration between us at Saab and representatives
from FMV, TUAB and test pilot from Saab and FC.
Radarintegra- concentration was penetrated in a group
with participation of FMV, LME Mölndal, Saab, SRA and
test pilots.
Likewise, founded early in the PM group for general
cabin integration, presentation and maneuvering. These
collaborative groups came to mean much for the
continued development.
The figure below shows an overview of the complete
electronic system and you see the development of the
AJ-system. Computerized subsystems system also has been
designed with double contours. In addition to a central
computer is now a computerized-based automatic control
and also computer solutions including air data, TN platform,
electronic presentation and radar. Between these of
equipment are introduced a number of series of binary
communication channels which significantly increased
flexibility. As also shown in the figure became the electronic
presentation here expanded with a third indicator, a tactical
display, TI. The introduction of inertial navigation, TN, came
to mean much for the system's per- formance and for the
opportunity to act more independently in search
assignments.
That even YES 37 would need a powerful central
computer was thus clear. We saw this a direct continued
development line from AJ 37. Flight Elektrobyrån acted
here as procurement distributor of electronics and decided
to purchase a new computer, CD 107, from Singer-Kearfott.
It had understood better performance, had called floating
bill and about three times larger than the minimum
nesvolym former CK 37 AJ 37. Saab was awarded the
contract on the series, but

The basic control

system
We-ind.

M ind.
air Data Manövr.
tape
recorder
Height
Status
Autopilot &
indicators.
Temp Sensor Pres.
Res Res. α- sensor Generator &
pitot
height / speed DIU SI Pres.

Att.-
TN device CD 107
ind. Radar MI TI
Res.
unit Pitotto.
tubes
IK
Magn. course

Div. Pres. &

Course Data
came. ANP. enh. Manövr.
Status indicators.

YES 37's avioniksys- system.

Radar altitude
The blocks are designed with
Accel.-
double frame symbolizes digital
adaptation unit

subsystems and displays the

Radio hub. Guns
result of about 10 years of beams
technological development adaptation.
Weapons
External Band Player Communic. &
ILS testutr. Motmed.

53
discovered that modern, integrated circuits kret- not
used. Series performance were then redesigned paid by
the client FMV. Weight and volume was reduced YES
computer Compared with CK 37, but instead steps
weight of the various adapter units where some A / D
and D / A converter placed.
System Features
With the use of software in the cooperation between the
central computer and other subsystems produced a series
of so-called "system functions":
• Aircraft Basic Features: steering, engine, fuel, power,
cooling air, hydraulic rescue systems, because other
aircraft systems.
• Flight Features: primary data and navigation, mission
operations, connection.
• Tactical Operations: command, recognition, target
alignment, reconnaissance, approach and screening,
weapons delivery, countermeasures.
• Monitoring and testing: recording, functional
monitoring test.
• Presentation and operation.
The development of the system's capabilities came
require extensive work for many years in close
cooperation with the test driver's collective of FC and
Saab. Even for JA37 came Ulf Frieberg to play an
important role as our "systemprov- Aviator". Some areas
may here deserve special mention:
Combat control functions with the data links from the
sprinkler to the aircraft and eventually even the so-called
hunting the link between their own aircraft developed in a
cooperation with participants from Saab's systems
department, FMV, Tele-Plan / TUAB and test drivers.
Has been developed was efficient features that also
come to include so-called indirect command, which made
it possible for drivers to using computer features its own
radar and presentations on the tactical indications tower
independently add up approach and attack on the
sprinkler stated objectives. via jaktlän-
54
Ken could be several airplane cooperate in jaktstri- it.
These features raised battle value of YES 37 system
significantly.
Destination entry with the new pulse dip lerradarn was
also crucial for hunting combat ability. The integration of
the radar in the overall system dedicated hard work for
many years, including in a working group "MIG70" with
representatives from FMV, the LME, SRA, Saab
systematic temavdelning and test pilots. The working group
came later in the series delivery phase to go under the
name "AGREE".
Functions for screening and weapons were Na
turligtvis also important and we could build on the
experience of AJ 37. Siktesfunk- cations for cannon
improved significantly relative AJ 37, and the control
system was fitted with a special precisionsmod for
akansiktning. Although automatically coupled sieving
introduced. IR robot RB 74 and radar robot RB 71
required the development of new computer functions for
the sliding limits and for preparing and depreciation Fyring
presentations associated with the driver.
Function monitoring and testing became devoted
great efforts. With the increased computerization
followed, the important funktionsö- surveillance during
flight could be built into the major subsystems of central
monitoring in CD 107. For testing ground was built
important functions in the respective sub-systems and
with much software in the central computer, so that the
use external test equipment could be relatively minimized
AJ 37th
Functions for automatic registration of monitoring and
test reports came to strongly improve the efficiency of
maintenance work. Re-registrations of a variety of
tactical function data in flight was very helpful during
driver training. This made it pos- sible for the drivers after
a hunting mission play throughout the course of a ground
station and learn from their mistakes.
A measure of system performance the complexity
constituted number of so-called system variables in JA 37's
central computer steps to double, about 1 500 compared to
about 700 in AJ 37th
 Even in JA 37, we were chased by the project regarding
the "excessive ambitionsni- friend." Requirements for
slimming arose frequently. My experience of this is clear
that if a certain feature to be included, it must be
operated to full working order, which requires some effort
and a certain quality.
So-called "simple solutions" have generally been failures
that later have to be corrected and then to increased costs.
Stinginess deceives wisdom. If a function is to be slimmed
hard it should be removed completely.
Presentation and operation, föraran- fit
During the development of the AJ 37 was especially the
introduction of the SI and CI, with a variety of sym- bols
ruled CK 37, place new demands on the man-machine
adaptation while software CK 37 created new
opportunities. The previously working with FC specifically
responsible for the adaptation of the system to the driver
continued, but we at Saab began to have an increasing
responsibility.
Early in the development of the JA 37 felt FMV, Saab
should take a holistic approach
The digitization of YES 37's
avioniksys- system is also
reflected in the front panel.
The three electronic the
indicators, SI, MI and TI, fills
nearly the board and simplify
the operator's work situation.
55
All presentation and operation, PM. , Computerized ring
had spread, and with more and more PM functions
realized by the program to be. GL FMV contacted me
then to wish that I would commit myself presidency of the
so-called PM Group and it led us to the "system
functions" during the 70s lined up with the chairman and
the secretary of the group. It was to contain
representatives mainly from FMV, the LME for the radar,
SRA for the electronic presentation equipment, Saab
systematic temavdelning etc. and test pilots at FC and
Saab. The group was made after several hundreds of
decisions for cabin integration and driver adaptation.
Each "system function" touched to re-gel the driver
and PM work was therefore usually require detailed
discussions with the drivers also on the detailed design
of the respective function.
As a general advice from the more experienced test
drivers previously flown the Dragon we had with us JA 37
system must be simplified relative to 35 grade. 35 system
had risen far top dressing drivers evaluated the ability of

war. We studied a list of 35 issues and several drivers
stated firmly that "never do this"! It must be easier! It was
spe- cially be highlighted for radar use and I think we
succeeded in doing this.
The integration of the radar was to be paid a lot of
work in MIG70 / work together. The FMV's involvement,
we could gradually develop output functions although this
is sometimes required new money. Radar flexibility had
also increased by the now computerized-based. All the
experiences of the dragon and from foreign systems into
account. A new handkon- control and radar panel with all
the necessary functions performed by simulations at
Saab in both the PM simulator later in SY SIM.
The electronic presentation came to contain a line of
sight indicator (SI), a målinmätningsindikator (MI) and the
new tactical indicator (TI), all involved in reserving
drawing EP-12. For radar presentation of MI SRA
developed in collaboration with Hughes, a new
technology called svepomvand- development of radar
information by storing the target data in digital form, so
that a more normal TV technology could be used for the
presentation of both the radar symbol information. MAN
56
A robot armed YES F
37 16 Uppsala. Photo:
Peter Liander
succeeded in cutting edge technology make these sweeping
digital converter, which became a major advance compared with
the AJ 37 -epoken.
In the first stage of YES 37 D investment had been at
FMV and SRAs worked on a shoulder with a new, third
electronic indicator Thu, TI, for presentation of the
various flight data
etc. The mapping instruments that were reached were
bulky and expensive and was not considered to qualify in a
fighter jet. The ability to introduce a single electronic map
started are discussed. Our former radar hunt leader
Torbjörn Alm became excited over these ideas, and we
began to sketch out a "tactical" kartpresen- representation
of target and own aircraft, measured by the sprinkler and
own radar, superimposed on the simple line-drawn map.
On SRA managed to achieve the first
electronic etc. presentation,
ELKA, which was to revolutionize the opportunities for
so-called indirect combat control with efficient conduct
cooperation with radarjaktle- Daren in the sprinkler and
with great potential for a more independent course of
action for its own hunting drivers. The map real
ELKA-The presentation was thus also a good
complement to radarpresentationens B bucket. The joint
between the driver and Stril
 and own aircraft via data links could now develop
effectively.
TI, however, came to cause much hot discussion is
held with the drivers of the FC. They considered that the
new TI n would YES out of 37, 35-like, mechanical
direction indicator would be better. With strong
recommendations from Fe us on systems department and
test drivers on Saab decided, however, project that TI
would be inside, which proved to be a very wise decision.
The development of all the presentation and
actuation with the integration of all kabinin-
instrumentation was in cabin mock-ups and simulators at
Saab. The most important of these was partly PM
simulator for some feasibility studies SYSIM with a large
part typlik kabinin- instrumentation and typlika
datorfunktio- down. In its most complete function could
SYSIM run in conjunction with sprinkler and with real
aircraft through typlika radio functions and data talänkar.
All input for presentationssym- boliken prepared on Saab
and then forwarded were required for each edition to
SRA for programming in EP-12.
System flexibility
We realized early on that software in general business
computers became part of the 37 -systemen
Saab delivered about 100
series programs,
ie about 3 per year
The points in the figure
shows the updates to the
various versions 37 nernas
weapon. Often it was only
talk of programmodi- 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06
fications.
AJ37 AJS SK SK37E
could be updated even after serieleve- tolerance without
requiring hardware changes. This was something completely
new and its full extent did we not really in the early stages of
development. It would require entirely new approaches out
there in the Air Force's maintenance service.
During the development phase for both AJ JA 37, we
quickly got into a methodology for the GE nerella
computers which meant about a new software edition per
year. This development and the rate of change came
then continue out on the units after the first seriele-
veransen. This is illustrated by the following picture of the
37 D investment.
We see in the image delivery points for the various
37 versions of current software updates, editions, some
linked also to modifications of hardware. Apparently
drizzled updates tight, at certain periods were delivered
up to three new pro- grams editions per year. Important
to note is that a software modification could easily be
introduced out on the joints around the same time in all
affected airplanes individuals. As shown in the picture
ran this business in the 1990s, and some versions even
into the 2000s. CK 37 was then more than 30 years old,
but had been upgraded in terms of new, larger memory a
number of times.
SH AJSH SF AJSF JA37 JA37D
57
radar development
Ericsson's development of radar to Viggen is a history that
spans more than 45 years, from 1958 until about 2003,
when the software release P introduced in JA 37. This
edition had honed JA PS-46 / A and
målinmätningssystemet
in aircraft
together with other systems to cope with a severe electronic
warfare environments. JA 37 was then still a modern
system. computerization of
PS-46 / A had made it possible to keep in time to the
gradual improvement and performance development for
about 30 years. This was a big difference compared to the
PS 37 / A in 37 AJ developed over ten years ago and not
functionally changed except for the adaptation to SH 37th
I was employed by Ericsson from 1957 to 2004 and for
the period up to JAS The operations were started around
1980 of Occupational after me with different parts of the
Viggen radarut- development. At the start of construction
work on the PS-46 / A, I was responsible for software
development and later for signal processing.
Radar PS 37 / A in AJ 37
Viggen was projected as a enhetsflyg- plan of attack,
reconnaissance and hunting. Adaptation to the different
roles would be done with the simple replacement of
devices. A radar system was obvious. The attack and
spaningsuppgif- States had to provide navigation help
with mapping and surface targets, in search task had to
detect and combat air targets. The radar set inside a
rather squat radome that allowed AN tin diameter of 70
cm, compared with Dragon 40 cm. Radom size was
probably the result of far-sighted people of FMV
understood radar significance. Saab would probably
have preferred a more pointed nose. At this time, the
radar PS-03 / A to drag ken J 35D in the final phase of its
development and serial deliveries started in 1961. Within
Ericsson was therefore a great knowledge of the pulse
radar technology,
58
antenna, all in close cooperation with the fire director
functions and design requirements of aerospace electronics.
Self, I worked as construction TOR, including with the
automatic detection and tracking functions. The new Viggen
radar while new demands on the development of a new Ingvar Sundstrom joined at
1957 LM Ericsson in
search radar to J 35F (PS-01 / A) Adjustable However, the
Mölndal and graduated
requirement for new development in many areas of
from CTH 1963. Principal
technology and therefore needed a large number of new of the digital signal and
engineers. data processing in the
radar PS 46 / A YES 37
Between 1959 and 1961 more than doubled because and led the development of
both hardware and
engineering strength of Ericsson in Mölndal from about
software. Sundstrom later
200 to over 500 people, many of whom had been well
became technical director
radarutbild- up at the Army or the Navy's radar school in of the development of
Gothenburg. radar PS-05 / A for the
JAS 39 Gripen.
Modern advances in radar range fetching des home
through intensive study. Especially studied airborne
pulsdopplerradarsys- system for hunting operation on
behalf of FMV. The studies, focusing on the many
different aspects of the system, was also carried out by
TUAB, FOA3, SER and Saab. The principal direction of
the radar function were hunting when a HPD radar, i.e., a
PRF greater than 100 kHz.
This was judged at this time to be the best solution to
provide a good negative pressure up land echoes and
good reach. It was this principle that applied at the
development of a new search radar for the F-14 Tomcat in
the United States. There were reports from the US that
tried to provide a conventional low-PRF pulse radar with an
addition that could provide some klotterun- dertryckning.
The results of these tests were disappointing. The principle
was also tested by FMV and Ericsson in a 32 lance with
similar results.
Tufted Development focused initially against an
attack aircraft. Hunting studies was therefore set aside
for a few years and became a radar pulse radar
essentially mapping with some new features, including
distance measurement against a ground surface by
means of the monopulse.
Construction work was carried out and then efficiently
targeted against an attack radar.
The documentation for the radar was initially the term
"embedding hunting" for some empty seats in the
devices. The expression disappeared gradually and the
seriestar- ten was probably nothing left that referred to a
future upgrade.
The radar that was to get the designation PS-37 / A
contained, inter alia,
• Antenna with parabolic and microwave receiver
on the back.
• Two-axis rotary table with
hydraulic vane motors.
• Horizon Stabilized antenna search through
control signals that passed the sensors in the
aircraft gyro platform. Some gyros were not
needed on the antenna.
• Magnetron transmitter with the same type of
tunable magnetron in the PS 01 / A.
The main features were mapping with lobskärpning,
distance measurement to the ground surface, obstacle
warning and easy luftmåls- input.
PS 37 / A was modified slightly to fit as radar
reconnaissance version for maritime surveillance, SH 37.
The changes were made departure of extended ranges,
engine toravstämd magnetron amended cooperation with
presentation equipment and CK 37th
Doppler development
Although PS-37 / A would not have Doppler processing,
we knew that the Doppler technique would come
eventually. Studies and experiments continued with less
intensity. With personal funds built a demonstration plant,
L7. It was a HPD- radar with a large klystron as
transmitter. A small group of designers picked up the
equipment in the simplest way by including parts from
the PS 37 / A. 1965 demon was recorded radar Ericsson
measurement housing with great success by
59
detection and tracking to small planes at 20- 50 m altitude
in the Si sjödalgången Mölndal.
Other projects based on the Doppler effect, became
ytradarutrustningar for reconnaissance and fire control
with a wave as power stages of the transmitter. Also
developed MTI additives to older air defense radar and
tracking radar for surface applications on the X and Ku
band magnetrons with the transmitters.
The study and development, Ericsson a very deep
and broad knowledge of Doppler technology
opportunities.
Radar PS 46 / A in YES 37
Autumn 1966 was an interim objectives up specifications
for JA 37. The specification formed the basis of a
so-called "interceptstu- die" by Ericsson and has
generated a number of reports on sensor technology
during the coming year. The reports became the basis
for a future development. Both the radio-user and the IR
sensors studied.
The threat was now such that it required a sensor with
very good range against air targets at all heights which
made it obvious that they needed a pulse Doppler radar
with high power output. Also important was the
collaboration with modern missiles. Interceptstudien had
shown that there were many question marks to straighten
out when it came to how a pulse Doppler radar would be
realized. The main questions were how much stable
microwave would be achieved and the choice of transmitter
tube and the waveform selection (see box).
Several people at FMV hoped that the magnetron
transmitter was in the PS-37 / A would suffice for a pulse
Doppler radar with a low PRF, but studies showed that
this did not work. They had to abandon the use of
magnetron. It was thus made clear that the radar had a
transmitter with high stability, and it was then klystron or
TWT to choose from. In both cases, a very stable
microwave.
Selection of the waveform was at this time a great
challenge. Several options work, but no one knew which
option would finally be the best. Theories exist, but the

practical experience and air operator's expe- rience was
missing. One should not forget that the military radar
operations were among the most secret that existed in the
world and it was very difficult to obtain practical
experience. Ericsson went for HPD as experimental
equipment L7 worked well in the measuring housing. Then
came the objection to the HPD, which meant that the LPD
was to become the main option for some time. Uncertainty
about the waveform selection lasted until 1971. In 1969,
there were contacts between the FMV and the USAF
where the waveform more of airborne radar were
discussed. It was then up to the USAF invested in a
combination of LPD / HPD.
In 1970, Ericsson made a small study of MPD who
have ambiguity in both distance and speed. MPD placed
great demands on having low side lobes of the antenna
and it was rated as very hard to achieve it.
To practically test Doppler technology in the flight
environment developed a försöksutrust- accession which
was placed in a 32 lance. Computer and digital
technology had now come a long way and greatly
affected the design of the equipment. Digitized video of
the recipient could be recorded and the evaluation of
ground echoes and Doppler filtering could be done. The
first equipment was engineered so as LPD and it was
later built on the MPD. The experiments showed that it
was possible
60
Here was the PS-46 / A,
ie, YES 37 radar out. The
weight was 298 kg
To achieve good Doppler characteristics and that the
objectives of the radar performance could be met. In this
pilot program, was also taken the first steps for the other
parts of the radar: computer control, digital signal
processing, SAN conductor with the wave in the air
environment.
In autumn 1971 we made a new advance search to
realize an MPD radar and with a significantly enhanced
antenna, which is now considered impractical, managed
this. A draft paper presented to FMV in the beginning of
1972. Then there was also a constructive approach tenth
of the entire radar with the following focus:
• Aerial of Cassegraintyp.
• Rotary table substantially as PS 37 / A.
• Transmitter with wave.
• Stable mikrovågsgenerering with multiple
frequencies.
• Digital signal processing.
• Computer for control and parameter manner up of
radar applications. Most of the above consisted of
entirely new technology that was not practically realized
to any great extent. Utvecklingsrisker- na assessed as
quite large.
FMV wanted with an American company for the
development of radar to reduce the risks. During the
summer of 1971 was engaged

Ericsson engineers at
Hughes in January
In 1972.
From the left: Bo Wik- Power,
Lockheed Martin, Ingvar
Sundstrom, Jorgen Nilsson,
Bengt Andersson, Per
Anders Hainer, Sven-Bertil
Thelander Photo: Via the
author.
Hughes Aircraft Co. (HAC) through a "Agre- ement of
Understanding" which described the HAC's involvement
in support of the LME. HAC was one of the main
companies in flygradar- area and held at this time to
complete the development of radar for the F-15 Eagle.
Ericsson, FMV-HAC gathered for system to the same
effort to define a radio darlösning. In late January 1972,
we traveled, an engineering group Ericsson led by
Jorgen Nilsson to the HAC in California to introduce
Ericsson's radar proposal.
FMV also attended, among others with "Archie" Ax
elsson which had a very wide range of skills from tactical
behavior and weapons to detail in mikrovågsgenerering
and signal treatment.
When we presented our material HAC had gathered
its expertise in all areas of radar technology in a large
auditorium with Stjärnba- NERET on one side and the
Bear California flag on the other side behind the podium.
It was a very exciting experience to stand there from little
Sweden and talk about advanced technology that was
commonplace for many of the audience. It went well and
comments from HAC's executives later leaked out was
that "the Swedes" the breadth and depth of his
knowledge. HAC then presented their radar suggestions
and basically it was great conformity between the
proposals.
After a reconciliation of the proposals in the various
working groups came up A joint proposal, which was the
basis for the
61
The first prototype generation of a radar to YES 37. The
radar was designated PS 46 / A and the project was
named DAX, which was interpreted as Doppler axle by
axle Axelsson.
We also had the opportunity to discuss tech- nology
in the various technology areas by "experts" from the
HAC. When you are reading the travel reports, each
group gave out, one is struck by how disappointed we
were in these discussions. HAC's engineers seemed to
be poorly motivated and had very few answers to
questions that came up. Here com- more typical
statement in a travel story: "It presented was partly
REMNANTS and partly taken from textbooks and data
sheets. Our high expectations to raise our level of
knowledge came to naught. "
FMV wished that HAC would participate in the
development process in any way and HAC wished to
develop and produce both signal processing unit and
data processing unit.
Ericsson opposed the HAC took Responsibility for
data processing, where the all systematic temfunktioner
would be implemented in the form of software. While the
signal processing was seen as important to control,
especially with regard to the advanced surge protection
that would be included. After tough negotiations HAC
accepted a limited involvement by participating in the
development of some signal processing units to the first
production totypgenerationen of the radar, the DAX 220.
In consideration for this transfer of knowledge obtained
was HAC royalties per series copies.
The contract with HAC also gave access to the HAC's
compact electronics packaging HIREP (High Reliability
Packaging). This construction method is based on surface
mount components on printed circuit sexlagers so that a
flat back of the card. Two cash card mounting on a thin
heat exchanger with air cooling channels form an
assembled unit in a larger unit. The principle of the
construction method has been retained in the later flight
radar project and is still used. Construction method was
be likely the most valuable contribution of the HAC. HAC
delivered prototypes of signal conditioning
 Axel "Acke" Axels- son
development of the first generation prototype DAX 220
FMV's radar guru
and flight tests with these started late in 1974. Ericsson
developed second generation DAX 240 with its own
signal treatment, air cooled transmitter and lighting
transmitter RB 71. A great effort was made in the
construction and maintainability with compact and
relieved electronics (hybrids and construction method
HIREP). Flight tests with the DAX 240 started in spring
1976 with very good results.

PS-46 / A was probably the first helkohe- renta radar

with 'look down' capability to external contractors USA.
Series deliveries started in April 1978 and the radar can be
described as follows:

Type

The pulse Doppler radar, working on the X-runway there,

with software controlled functions:

Hunting Mother

• Reconnaissance with simultaneous tracking

The functions of the radar was improved and new

• Automatic target tracking and lock-on features are added constantly by software development

target and these up gradations subsumed under the aircraft's

• Continuous tracking with very good protection edition of software development. 1978 changed the

against interference entire host system and the operating system of the VAX /

• Target illumination RB 71 skyflash VMS from Digital Equipment Corporation was first used
on a large scale. This resulted in a great improvement in
Attackmod
the development environment.
• Measuring distances on land

At a later stage has been One further features, among

others. a. Reconnaissance with simultaneous tracking of
multiple targets data transmission to RB 99 AMRAAM,
Measurement of akan-projectiles, and Sjömålsmod.
The computer that was part of the radar called STY
(Controller) and was designed as a mini-computer from
the early 1970s. At see- rieleverans the program memory
32 cords and data memory 2 cords. As host computer, a
minicomputer H 316 from Honeywell.
1982 started construction work on the radar for the
JAS 39 Gripen. It then produce many new ideas about
signal processing in a search radar. The digital processor
technology had evolved far and it became possible to
implement many of the ideas. This inspired conditioned
responsible for PS 46 / A, and they introduced the 1989,
new processor in signal conditioning action that could
process the signals from target returns much larger
extent than before.

The software was developed with the assem- bler, a

machine-oriented language that required a good knowledge of
the computer. Input and output devices to the DA tower was
initially very primitive with hole strips data carriers. It took
several days to just develop a new rechargeable file to your
computer from the program was färdigkonstru- off.
In 1994 it was time to replace the computer in STY to
a modern processor and turn to software development
with high-level language. This put additional boost to
funktionsut- development, and until the decommissioning
of the JA 37 system had some 20 new features
introduced.

62
explanations
Pulsrepetionsfrekvens (PRF), term in radar that
indicates the number of radar pulses transmitted in
one second.
Pulse radar, systems which utilize emitted
electromagnetic pulses reflected back to radarn.Tiden
from transmitted pulse to the received signal is a
measure of the distance to the reflection. The pulse
amplitude is taken to be the recipient and is used
among other things to determine if there is an echo at
a distance by comparison with the thermal noise
inherent in the receiver. Pulse radar developed
intensively during World War II, especially in England
and the United States.
The pulse Doppler radar, system that uses the
Doppler effect to separate moving targets, often
utilized in airborne radar systems. The frequency of
the received signal signals are compared with the
transmission frequency to filter out clutter and
determine the speed of the target, a process that
places great demands on the signal conditioning
action. A prerequisite for this is that the transmitter
frequency is stable enough to small frequency
changes can be measured. Since pulsrepeti- thione
frequency (PRF) also may be high arises as the
target distance, which means that the radar in
general must use multiple PRF, further complicating
signal conditioning development.
waveform describes how the signal emitted from the
radar is constructed in the time and frekvensled.Olika
types of the modulation occurs, e.g., pulses with
linearly rising frequency during the pulse to provide
better resolution than what corresponds to the
transmitted pulse length.
LPD, shortening of the waveform in a low PRF with
a solid pulsdopplerradar.Ger
63
PRF basically an unambiguous measurement of distance
and an ambiguous measurement of speed.
MPD, shortening of the waveform in a medium PRF
pulse Doppler radar. Provides a fixed PRF in principle
ambiguous measurement of both the distance and
speed.
HPD, shortening of high PRF waveform in a
puldopplerradar. Provides a fixed PRF in principle an
unambiguous measurement of velocity and ambiguous
measurement of distance.
MTI, Moving target indication, AN use of Doppler
to present moving targets.
Conical scanning antenna, older principle, to form
difference signals of a rotary feeder of the antenna
and sort out the modulation of the signal amplitude
generated by rotation.
Gyro-stabilized antenna, antenna provided with
gyros with servo keeps the radar antenna beam
rymdstabilise- row.
Klystron and traveling wave, different types of
electron tubes to reinforce micro rovågssignaler and
get a high power.
PPI, abbreviation of PlanPolär indicator, is the most
common radar indicator. In an aircraft radars are
often a sector-PPI where the driver scale can see
the distance and direction to the goal or get a map
presentation.
B bucket, of indicator that is common in fighter
aircraft. Indicator vertical axis shows the distance
and the horizontal axis shows the angle to target.
A system test airmen comments
Flight testing of this AJ 37 was conducted with seven
prototypes, 37-1 through 37-7. My first flight Tufted I made
October 11, 1967 at 37-2. Since I primarily worked with
systems testing, I spent the most time in the 37-3 and 37-6,
which had complete electronic systems. Many subsystems
were also tested early in the two rebuilt Lans Airplane, 32
Alpha and Gamma 32.
The decision to AJ 37 would be the single seater was
questioned by many in the Air Force, which had been
difficult to accept that a "computer machine" could replace
the navigator. To relieve Item No. Røren would "system
functions" evolve! Most of us did not really know what this
meant but myself, I had great confidence Bengt Sjoberg
and his colleagues at Saab's systems department and was
sure it would be fine. It was there, too, but it took some
time before everyone was satisfied.
64
One can easily see that there are many features to be
developed and, in most cases it was Saab who did it. To
coordinate Work is carried formed working groups with
representatives of the customer KFF, systems engineers
from industry and test pilot. The system output was Ulf Frieberg, test pilot,
began his flight training at
developed and tested function for function and we test
Ljungbyhed 1951. Employed
pilot was from the beginning.
at Saab in 1958, where he
participated in the testing of
The functions tested by hand in Si accumulators, first 32 Lance, 35 Draken and 37
in fairly simple devices and finally in SYSIM that was so Viggen. Stopped on the
close to real flight as you could get. There were of course Saab 1992 as flight safety
manager.
many changes. I myself had a protocol on four closely
written pages from the first great simulation! The remarks
came mostly small inconsistencies knowledge they
resolved relatively quickly. We performed simulations
with drivers of different categories to get as broad a basis
as possible. At
Five of the seven AJ
test aircraft. Photo:
Saab

A classic Viggen image.
Navigator of baksits is
replaced by CK 37!
Illustration: Saab
The cockpit of the test
planes 37-3. Note
spaltinstru- segment to the
left, a loan from the Dragon.
Photo: SFF archive
the so-called mission simulations, the drivers complete the
full fictitious mission from takeoff to landing.
When I later flew for real, first in the auxiliary plane
32 Alpha and later in the 37 -3, it was with a largely
functioning system.
The radar system
The LME developed AJ radar, PS-37, was first studied in
a Tp 52 Canberra. I thought it was surprisingly good
even then. It was then time to fly with it in 32 Gamma
with one of the SRA and Hughes developed, acceptably
bright, indicator. The indicator was very complicated. It
must both be able to store a radar sweeps in
65
time and also continuously be pre- resent flight data and
speed vector.
When flight tests started working most of the time but
it was hard to see the point-shaped objects such as Ship.
It was a bit penibelt EF tersom this was the radar's main
task. A substantial reinforcement of "short echoes"
solved the problem eventually. Another problem was that
the brightness of the radar display for night operations
could not be regulated in the elec- tronic road. An
experiment with green sparkling polarizing filters failed. It
was a mushy green image also was dazzling. I thought
that a solution with a red-polarizing filter was the only
possible solution, but it was difficult for the SRA to get to
it.
In conjunction with a meeting of the SRA, I sat and
tried to turn the various combinations of red-polarizing
filter. Suddenly there solu- tion there. When turning with
a certain com- combination of filters joined the radar
image of the strong green color to a good, dark custom
red. The solution for the series was finished! It took only
luck and a lot of persistence.
The navigation function
The base AJ 37's navigation consists of signals from
kursgyrot, air data, acceleration lerometrar, rategyron
etc. The information from the sensors is processed /
filtered in CK 37 and the computer then calculates the
aircraft's position. This is called "dead reckoning" and
forms the basis for the mission navigation, SI
presentation and screening, etc. To improve the
accuracy, you can put a wind forecast. The position can
be updated through various types of so-called fixtagning.
During a mission passed a number of breakpoints, as
entered into the computer before starting. Location of a
large number of breakpoints, air bases, etc. are stored in
the computer, but the pilot can also enter your own
breaking points if he so desires. He can also key in the
desired height of the different sections of the routes and
the seizure time. During the flight, the computer
calculates all the time the aircraft's position, altitude,
heading,
In the first flight with navsystemet in 32 Alfa lined me up
at the track, locked the course of a button, and flew with
the wind forecast to first break point that was Kuddby
church on the coast. It was something of an eye-opener
to note that CK 37's idea of ​breaking point was within the
cemetery walls. Bengt Sjoberg shone like the sun when I
reported after landing. The foundations of the system
was definitely the thought! Pricing with the press of a
button on the track, however, was not acceptable from
the driver's load point so we implemented an automated
system that functioned total direct.
This kind of navigation is GI vetvis not useful unless
the wind error can be measured by Doppler radar or that
the position can be updated using any kind of fixtagning.
They eventually decided to introduce a navigation
Doppler radar. This measured in land-related speed and
it worked right away as good as one could ask for.
Head-up display
It was clear from the outset that the Viggen would have a
HUD, SI, where The driver would get the relevant
information without having to look down at the
dashboard.
Several indicators began to appear on the market but
was by no means fully developed. The first proposed the
presentations were scaled down approximately 1/5 the
pitch, which meant that the presentation constantly
moving relative to the ground. An option with a 1/1
presentation and requirements for such were discussed in
depth.
Lennart Nordstrom, our man / maskinex- pert, now
developed a proposal with poles that gave a good
genomsiktbarhet the surrounding world. It is very easy to
fly with these symbols while at low flying direct their
attention to the terrain in front. The so-called momentum
vector icon shows all the time where the aircraft is on the
way.
In e.g. landing, just to make sure fartvektorn located
on the intended touchdown point you end up there.
66
In the first flight tests of 32 Alfa revealed that fartvektorns
dynamics were not good. Then it was just going to Bengt
Sjoberg and say something like this:
- When you lift fartvektorn the pitch as fol- lines it
with, but with the delay, and when you stop tilting
movement continues fartvektorn one bit so it can not fly
accurately. Fartvek- tower is also very kyttkänslig in both
pitch and yaw. I want it more pliable.
Bengt:
- You will therefore that fartvektorn shall comply with
the pitch when you pull the lever back and it stops when
you stop symbol. This can be done with a "tipping rate
signal". Fartvektorn will then stay right where you want it.
In addition, wind sensitivity to decrease. A gust of wind
from the bottom lift aircraft and the estimated fartvektorn
but there will also be a feathering tilting movement
downwards. Thus, kyttkänsligheten the pitch is reduced.
Yes there I stood, and suddenly understood what I wanted.
The so-called "attitude clutch" of speed- vector was tested in a
simulator, tested in the aircraft, and the problem was solved
once and for all.
Driver's rate decreased considerably. The
experiences presented eventually at a test pilot
symposium. After a year, I flew a Harrier simulator in
England, where they tried an optical landningsmod like
ours. Fartvektorns behavior was a country of miserable!
It was hardly controllable, it floated and around the Siktlinjeindikatorns due
symbols. Cruise vector
workload was high. I recommended them to look forward
shows where the aircraft is
on the way. It increases it
slightly.
Rocket Firing with 37 -7.
my article from provflygarsymposiet. Furthermore, except Siktesfunktioner
I told him about the principles of 37: ans attitude clutch. RB 04 was the main armament of the AJ 37. It was a heavy
Radar Presentation on Six months later, I met a Harrier test pilot who told me attack robot who was convicted at a great distance from the
CI. This mode is called
that a simulator engineer had improved Harriers speed target using the radar without the need to have visual
sector-PPI and is
basically a map, 60 km vector so that now the dynamics of real good! contact. When Rose cures convicted was just to fly home.
ahead of the aircraft.
AJ 37 could have four capsules
13.5 cm arak. They fired rockets all at once and spread
is accomplished using aerodynamic spoilers.

Siktesfunktionen had the computer program but

evolved with the new calculation principles. Nothing
special siktesgyro was needed then. During
siktesutprovningen simulator trimmed their sights set.
Compared with J 35F was a substantial improvement.
The first shooting was done with individual rockets
without spoilers fired one by one. It became the target hit
with most of the rockets. That night I could not sit still. So
it was fun. We also saw that the quick
målhastighetsinmätning and fast wind measurement was
possible. It was possible to trim your sights to 20 m / s
could be measured in three seconds. It proved to be too
fast for dressings drivers, who could not hold on to
practice it continually. A compromise was introduced with
something

67
longer settling time and it was probably a good solution
overall.
RB 05 was a Saab Developed manually controlled
missile against ground targets which were controlled by
an actuator. A torch showed where the robot was and it
came to control the robot toward the target until hit.
During the testing worked robot as intended, but fighting
value was probably debatable.
AJ 37 had no fixed armament cannon but could be
provided with two capsules each with a 30 mm cannon
Aden. It had a low projectile speed and large
bansänkning. To risk a Viggen by attacking with such a
substandard weapons were somewhat doubtful.
Bombs were not included in the Viggen original
armament but introduced gradually. New principles for the
bombing operation was introduced into the software with
reduced approximation functions relatively old system. AJ
37 solution is presented here a basis for the corresponding
functions in the JAS 39. Utprov- solution was implemented
at Vidsel and done as tactical assault. It was late pickup,
inrollning towards the goal, arming, three seconds. visibility
of notice then firing after which my bomb in the ointment
was precipitated. A relatively large number of bombs were
precipitated and practically all ended in the same hole. It
was a very interesting utprov up.
We felt that there was a system in terms of well
worked aircraft that were placed on the joints. Little did
we know then the development that came later!
Warning systems HAV 37 and GVV
AJ 37 initially had no specific stallvar- system, but
because Viggen had natural indications of high
anfallsvink- parts were assessed early, a
högalfavarnings- systems (HAV) was important and
necessary. Based on experience from stallvarnings-
system in 35 Draken, could HAV 37 output unfolded and
tested relatively quickly, and the series was the
introduction of aircraft 37 035 plus "Modline" for older
aircraft.
The system had the task, with reference
68
approach to inflation risk and the risk of super stall or
spin, alerting the driver to exceed inappropriately high
angles of attack. The system was constructed so that it
partly by a hand warner (vibrator / "finger hackers") of the
joystick handle and in part with an audio signal (pulse
train) in the receiver gave warning when the sum of the
current angle of attack of attack angle speed and
tipprodervinkelhastig- hot exceeded a certain amount.
Anfallsvin- kelindikatorn got normal angle from the CK
37. The lever moves backwards and / or the angle of
attack warning growth obtained at lower angles of attack.
We test pilot realized probably not quite how
important HAV was not until the AJ 37 crashed in a too
narrow landing pattern and pilot conversion came. This
was one of the last planes had HAV introduced. The
system was after the introduction quickly accepted and
used in all versions of Viggen.
The system was further developed for JA 37 and was
called where the limit warning (GVV).
The aim was to give notice that the airplanes net
approached the current alert level. This is to enable the
operator to utilize Airplanes Nets maximum operating
performance in whatever direction he looked. In addition,
the system would alert the driver of a risk to exceed the
limit of the current alert level.
Early warning (audio signal) was given when the
aerospace plane approached the limit for the angle of attack
or load factor. Warning with audio signal and hand detectors
in joystick handle was given when the aircraft had reached
one of the limits of the angle of attack, the load factor or
minfart.
YES 37 - Hunting Viggen
Förprojektstudierna eventually re- sulterade the fighter
version of the Viggen JA 37, started in 1969, and it was
soon clear that the aircraft would have to be changed to
a much greater extent than the lead in the Air Force and
Saab imagined. In addition a new electronic systems
needed a stronger and less sensitive pumping motor RM
8B, and also introduced a solid gun.
 For testing, we used initially modified AJ prototypes: 37-2
rebuilt to 37-21, which flew for the first time on 4 June
1974; 37-3 became 37-31, 37-5 became 37-51 and
finally modified 37 -7 to 37-71.
In addition, built an entirely new provflyg- plane,
37-8, I had the satisfaction of prime fly December 15,
1975. The flight was noticed because it was the first
37-flight after wing crimes AJ 37, the media interest was
annoying big. When I hilly in places tan after landing
released photographers and journalists until the rope
tightened around the aircraft. To my surprise danced
mechanics some sort of ballet between the rope and the
aircraft. When the photographers passed it appeared that
the nose cone of the cannon tryckvåg- damper part had
come loose and was hanging 30 degrees angle. It was
harmless, but it was nice not to have to explain this to
Journalists.
For the rest went maiden flight as it should and the
test program could GE nomföras without interference.
Unfortunately crashed 37-8 in 1978 after an oil fire in the
engine, which finally made the aircraft uncontrollable, why
Gösta Sjöström must shoot themselves out. This
Test Aircraft 37-8, as
Ulf Frieberg premiere
flew Dec. 15, 1975
Photo: Saab.
69
meant that the first series aircraft, 37,301, were substituted for
37-8 and never came out in the pre bands.
because aircraft
A YES 37 -like control system equipped with di- gital control
machine was tested early in 37-21. It is worth noting that this
was probably the first digital control machine in the world.
Already at the first flight, it was clear that the role of the
performance was too bad. I had now had the opportunity to
fly some air combat simulators in the United States. They sat
in a simulator, for example, F-16, and jetted toward a hostile
aircraft, e.g. MiG-23, which were simulated in a computer.
Good rollpres- tanda was absolutely necessary to win. It was
quite clear that the JA 37 must be improved in this respect. A
so-called sharp flight test protocols written!
The solution was an enhanced control system. Wings
interior and exterior rudders linked together mechanically,
which meant that the weakness in the outer part of the wing
that caused low ytterrode- chorus came to have less
importance and the overall impact of vingrodren increased.
This, combined with more and stronger servos made to
control the machine got bigger authoritarian segment.

Electronics system
Compared with AJ 37, one can almost say that JA
system is completely new. The time was now ripe to
really go over to the digital age with all that implies.
Faced YES 37 we had drivers learned pretty much how
to identify features of high driver workload and take
action. Lists were with features from J 35F which could
be made considerably better in YES 37th
Cooperation Groups were formed, in virtually the
same way as for the work of AJ 37. They had again a
very important for everyone to be informed and thus able
to work effectively. Key groups PM group, Radar group,
sprinkler m. Al. Our pre kind and the views were handled
by system engineers and we tried in simulators and
eventually the aircraft. One effect of paramount
importance for the system up building was that it was
possible to make the development of the system, both
during the test flight stage and after delivery with
reasonable efforts. During the flight testing of the J 35F
received test pilots perhaps through ten improvements,
this was basically just to stand out. There was also the
own hands and carefully planned system is usually not
needed to be improved once they have been tested in
the air.
TI was a big step forward for the driver. A glance at TI
gave a good picture of how jaktuppdra-
70
SI presentation. A fighter
makes greater demands on
the instantaneous field of
view than an attack plan.
Double glass was the
solution for JA 37.
Illustration: Saab.
get developed. Moreover, one could easily see Strils
perception of the situation, their own position and where
the bases were. As a driver, I got a much better idea of
​seizure development than 35F.
The AJ 37 was siktlinjeindikatorns application area in
principle limited to the presentation of the air situation in
the low-altitude flight, sifting with different weapons and
landing. The size of the SI's instantaneous field of view
was therefore not as important as the fighter JA 37, where
one needs presentation entire lap around the pitch.
Especially when sliding up with akan against airborne
targets prepared great demands on the field of view due
to lead times which.
In both simulation and flight was unambiguous
assessment. Whichever way you put the mirror glasses
as the AJ 37, got it wrong. A device that automatically put
on spe- Geln were made and tested. It was flushed, it
was "always" wrong. The idea, however, kept the case
open and highlighted the importance of solving it. YES 37
definitely needed a larger field of view in SI. No proposals
were. In order to do something, I did a rough sketch of a
proposed dual reflex glass and sent it to the concerned. I
heard nothing, but during a trip to England, I met some
later test pilot of the Tornado.
For this aircraft had the supplier Smith developed an
SI version with dual
A fighter pilot in JA 37 used
huvudsakli- gene
information from the three
electronic indicators SI, MI
respectively. TI.

Compared with previous

aircraft, this meant a huge
step forward because the
driver had now possible
accordingly to yourself to
make assessments of the war
which was not previously
possible. The indicators on
this page does not show the
same stridssitua- tion.

71
mirrors had greatly expanded the instantaneous field of
view tana in height and which passed a tipping scale of 1
to 1. It had obviously been a problem but now it worked.
This was the solution!
First day back at Saab, I called Hasse Olofson that
dealt SI FMV and told. It turned out that he had heard the
same from SI manufacturer. Now it was in a hurry. Saab
had one day in which to develop a basis for a drawing for
Gunnar Lindqvist. SI with double glass came in. It was
now easy to monitor the airplane mode even if you have
the attention outside the cabin. This change was
something that clearly brought the project forward.
The electronic presentation was expanded with a third
indicator, TI. FC's test pilot was strongly against this but
the Saab and FMV realized the importance of a tactical,
geographical overview. SRA developed a new electronic
map on the TI, the first of its kind in the world at the
tactical symbolism could överlag- race. Thus, we were
able to agree that TI would be introduced.
Stridsledning
The principles of data combat command was drawn up early
and based on the experience of the 35-epoch with sprinkler
60 and called direct combat control where the control
commands calculated in Strils ground stations. TI's benefits
came immediately to his right when we started flying Stril-
led mission. It was easy for the driver to have follow-up
attack before radarinlåsningen. The driver responded
always before Rjal when such goal swung.
With the improved positionsnoggrann- hot as the
introduction of TN meant was drawn up by sprinkler
Group of Saab, FMV and TUAB representatives also
suggested
so-called "indirect combat command" which targets LEEWARD our
gestures and speed data were sent up to the aircraft. After the
radar locking calculated control order for the approach of the own
aircraft. Air Force Headquarters felt that this was an unnecessary,
because it was pleased with the 35 system. Saab and FMV
prepared nonetheless features of the CD and the
72
later became quite obvious and important for a more SI presentation at
independent and interfere safe up-elect in search akanskjutning hunting during
combat.
assignments. It played the improved navigation feature
with TN a major role.
weapons Features
Fast weapon of choice was easy to make, among other things GE
nom the well-functioning system table as well as a speed-dial button
on the joystick.
Missile RB 71 was fired when the firing signal
obtained by the radar locking of the robot and the
pivoting of control order.
RB RB 24J and 74 were targeted to receive infrared
locking of the homing device by touching the case or by
locking IR-homing by radar lock. Aiming system entered
depreciation fyringsgränserna.
The fixed cannon of JA 37, Oerlikon KGA, was large
and heavy but with very good performance. The gun had a
large pressure wave that a pressure wave attenuator must
be introduced. The projectiles had as much momentum
after 1300 m through the air like Adenkulorna had when
they left the mouth!
Siktespresentationen was interesting. Visibility dot
calculated from radar data and was very easily controlled. Sure
siktesfel quarter could stand and it was shown by a point on
"spårlin- jen" ie where the bullets passed through the target!
Item No.
The testing of the new 30
mm Oerlikon KCA gun
including high sample in
a spe- cialbyggd
centrifuge test facility in
Vidsel.

Røren sighted little in front of the goal and got up "track To enhance YES 37 melee characteristics suggested a
point" on target and should meet with the ointment. To help system where the driver could choose a special
sifting was an automatic mode control that helped get the korthållsmod.
nose to go in the right direction when rollade towards the YES 37 had good initial properties but limited
goal. continuous swing performance. The battle must be
resolved quickly. The real problem persisted until a better
system snabbsökmoder the radar later was developed.
Radar beam went up 60 degrees from the no-late and
locked the opponent. Locking and shooting permission
was shown with two lights on huvbågen. The system
worked well in the simulator tower but was rejected by
the FC. There, it was believed that a helmet sight would
solve the problem but such a thing never arrived.
However, there was a reminder that korthållsproblemati-
Ken was a real problem. Whichever way you look at it, it
becomes so fighters closing with each other and then it
The picture on the right turn performance related.
shows the hit rate from the
test firing of
Oerlikonkanonen.

120 cartridges

Oerlikonkanonen was
permanently installed in the rear
body integrated with the beam
weapons C7. Caliber: 30 mm
Weight 135 kg

Orifice speed: 1030 m /

sec Firing rate: 22 shots
/ sec

73
Further development
After several years of studies and förprojekterings- The presentation of the airplane characteristics of
operations commissioned 1972 typarbetet YES 37 and a hunting role was mainly based on our studied studies in
project founded by Olle Esping as project manager. The
SYSIM. There we had to comb through almost
project was divided into "objects". The items were put
together to "items block." I was responsible for the everything one tactic could do with a single aircraft. Saab
"System Block". was also through simulations with a good knowledge of Borje Fund, Civil
Aeronautics KTH 1949.
how successful the product has become, its virtues and
Flights Educated at
defects warplanes.
Ljungbyhed and flight
An early task was to work with representatives of the FMV engineer at FC
write a systemspe- ci fi ca- ti JA 37. The work was really to 1950-1960. Developed

convert two helpings sleeves, where Bengt Sjoberg described continued typutveckling and sold as self-employed

his vision of the system, to specifi- kationstext. Then it
became a veritable cross-examination before Harald
Schröder, the former head of Saab's aircraft sector, as the
specification would be a kontraktshand- development. Six
years later, in 1978, before the start of see- rieleveranserna, it
was time to show how we have managed the job. At meetings
The requirements were therefore met, and now transition deployment barriers
worldwide. Started in 1966
went typarbetet the continued typutveckling. Previously,
at Saab where he each
we had been working on a specification, but now we
project and program
could also apply common sense. The simulations also 1980-1990, first for JA 37
had we at Saab have the skills needed to collaborate and later for the whole
with others achieve a better jaktflyg- plan. program ..

with partial responsibility autumn of 1978, we went through all

the skull and award criteria, or otherwise expressed

The work consisted of two parts, "Corrections" and
requirements. The results were presented in writing to FMV.
"Development". Corrections was to rectify the things that
The outcome was that even then had all the mandatory
have not been good. There is always a lot of room for
requirements, but two of the controller, cleared of liquidity
improvement, and requirements escalate gradually.
which almost all the award criteria and requirements. But
Development was to continue beyond the specification.
often they had been cleared by means other than we thought

when the specification was written.

The working climate

The working atmosphere was good. The improvement work

was perceived as stimulating. This fellow

YES test aircraft 37 -51, the

former 37 -5. Flew for the first
time: 30mins May 1975.
Retired in 1981 after 770 flight
hours during 973 passes.
Photo: Saab

74
brought into the greater productivity and success spread
a good product feeling in the organization. It was
important, inter alia, to counter human flight to newer
projects (mainly 39 Gripen). The motto was: Here at 37,
you see the results of what you do at one time.
The cooperation with Ericsson occupied a special
position. The radar had a dominant influence on system
performance. A good co-operation with Ericsson at all
levels was a prerequisite for effective improvement.
Fortunately, we inherited this from typarbetsfa- ago. Good
cooperation is not a matter of course, and there was the
beginning of typarbetet certain tendencies to read the
contract first, and see what you have to do then.
Fortunately, this was changed quickly, and the cooperation
was admirably well. To this also contributed one of the
FMV-led cooperation group, work together. They worked
with a broad zone of overlap with no clear lines of
responsibility.
The cooperation with FMV was föredöm- thoroughly,
especially on the software side. FMV was here more
contributory than just clients. FMV was also the convener
and associations holding several clusters of industries. It
gave stability to the work and prevented many disputes.
Personal characteristics contributed.
Cooperation on the operating side
During the introduction of the AJ 37 had aircraft gun
during the analog age sound input position to quickly
make themselves independent of the supplier, and stand
on their own feet. The service engineers Saab AJ / S 37
placed on the dressings were discontinued thus relatively
early. Service Engineers had been a good entrance to the
specialists at Saab in solving problems, and also for a
return to Saab about problems and conditions during
operation.
With JA taken the step into the digital age, and the
work changed character. The problems shifted more of
the electronic system. The new RUF system
(Registration, The maintenance and Safety), meant a lot
to move the system knowledge on the joints.
75
Service engineers' role became even more important for
a long time. It still took time for the new digital age the
thinking of had been seen.
To quickly gain experience about the operating
conditions and technical deficiencies was arranged
two-test series. The first, called the forced service tests,
carried out at Saab Aircraft 37 302 for the period January
8, 1979 to December 20, 1979. 401 passports were
performed with a withdrawal of 301 flight hours. The
results were surprisingly favorable, and the negative
experiences they had feared did not materialize largely.
Already at this stage had a JA 37 AJ 37 comparable
reliability.
The next step was the so-called pri-the flights are F
13. For these were disposed aerospace Plan 37309,
37310, 37316 and 37317, with 37306 and 37307 as
reserves.
Pri-flights intended to quickly provide some aircraft
longer flight time, and thus early obtain experience of
"wear and tear". They started August 11, 1980 and
ended on 4 October 1983. 4104 passports were
performed with the total flight time 3013 flight hours.
Saab staff participated continually to the experience
gained would be returned efficiently, which also worked
well. The experience came to form a good foundation for
quality improvement and organization of underhållspla-
NEN.
For engine found a problem that led to the flight peak
in 1981, from week 13 to 44, and thus also extended test
time. The error was in the motor (RM 8B) newly
emerging third fan stage, and the problem was resolved
by the fan blades outer corner slightly cut.
Overall, however, the main impression that the
aircraft was surprisingly smoothly. Of course, had to a
large number detaljerfaren- units, but the good
maintainability was once again confirmed. It seemed as if
the electronic equipments in JA 37 been more "mature"
than they were at the same time for AJ 37. We saw this
the result of technological development with the use of
reliability and safety technology "burn". our development
the data communication system of the aircraft had also
has its rewards. This is what di- gitala aircraft
"bloodstream".
The tests confirmed the value of the registration
system RUF. Having obtained very different opportunities
than before to detect and correct even temporary failure.
Although the registration system for education (EDU)
contributed.
The positive experience was also incur an
acceleration of the tactical testing. For this had YES to
the first division (second division F 13) linked a new
instance, Tactical Testing YES 37 (TU YES 37) with a
directive to test and develop appropriate tactical use of
the aircraft.
It should be noted that the directives to TU YES 37
from the beginning was to develop the tactic of the
aircraft in the existing design. This was of course right in
the analog age, where GE nomsnittstiden of the major
changes was about five years. In the digital age, the
times myck- et shorter, and directives were changed to
TU YES 37 also had to add comments on the aircraft's
technical design. A fruity cooperation across hereby
created between TU YES 37, the flying divisions and
inputs industry. You can not get past the name Åke
Lindkvist, TU YES 37's first director, who unfortunately
passed away much too early, in this context. He meant a
lot.
The TU YES 37 established later all- more direct
contacts with the Air Force pilot lots and ground staff.
This was not quite housebroken early (contacts would go
GE nom FMV), but it was accepted gradually as the
results began to show. The industry got a previously
perceived contact with the fly-pating units that were of
great value also psychologically.
No major changes were added UN- der my time involved
below. They came to the RA, which will bring a very significant
increase in the aircraft's combat value.
Short-range problem that opened our eyes
The new - and soft - the radar had a Doppler function
that allows moving targets
76
were distinguishable from the background. This requires
a narrow lobe, and the consequences of this had not
really realized. With the narrower lobe, it took longer to
scan the field of view, and therefore also to find the
enemy. The dogfight is when the risk to yourself to get
shot down first. The problem was recognized early in the
tactical testing, when it lost radar tracking after the
meeting.
It went according to Ericsson not to increase
scanning speed, but the problem was solved with the
introduction of new search patterns, including where a
scan in turn were concentrated to the edge of the field of
view ( "snake"). The changes were made in the programs
of radio darn, computer and presentation equipment,
searching speed might otherwise later be doubled. We
had therefore resolved a problem with "just" program
changes. No hardware was changed. This really opened
our eyes to the power of the digital aircraft (there was no
established standard at this time).
Something dramatic had happened when we went
from analog to digital technology. An update is normally
performed in three phases, typarbete, testing and
insertion. Typarbetet, ie to develop a "prototype" is
different, but not simpler. The time required is about the
same. The "snake" a new
radarsökmönster to improve
radar performance during the
The same applies to the testing. The difference lies in the swing.
introduction, which in terms of hardware
 S7
YES 37 had (as AJ 37)
seven beam positions of
external load. The heavy
loads carried in the C7 and
V7 modes. The beams were
fixed to the hull. Later,
location H7 that was used
for the installation of
countermeasures.
C7
be, the manufacture and insertion in current production,
and modification of the planes delivered. The latter is
often a process of four years. This is also the
overwhelming cost.
To introduce the tested program can in principle be
solved in one night and costs comparatively nothing.
Improvements could be made with the software was
therefore quick and inexpensive. It was such as
aerospace weapon could afford!
However, it took some time to absorb this knowledge,
and to pass it on. We also noticed the visitors from other
countries, the difficulty of going from "canned approach"
to the "functional approach".
We also had an advantage in that the programs
created by a small bunch of talented and loyal people
"sense of ownership" of their part of the software.
Additionally, minimal bureaucracy. The aircraft's
development was largely the result of the combined
expertise was engaged.
Hunting link
This had its origins in the study activities during the
1970s for a new attack aircraft for AJ 37, called "Aircraft
80". A study of the aircraft called A 20,
77
V7 R7 H7
and was a further development of the JA 37 with
extended attack armament. It would complement the
main project B3La with things that are not managed,
which meant that costs must be kept down (extremely).
According to the Directive, we would possibly not be able
to afford the radar for more than every other aircraft! We
started to think about a data link, which would bring the
state at attackmål from the aircraft radar to those without.
I was in charge of these studies for three years, from
1973 to 1975. On January 1, 1976, B3La a "real" project,
and Tommy Ivarson was appointed project manager. I
would finish A 20 studies to year-end June 30 and then
return as head of the system block of JA 37. The link
(and fackelfällaren, see below), I wanted to have to JA
37. The remaining money was therefore used almost
entirely to the development of these. Hunting link meant
that the aircraft with radar turned on could measure the
target positions and other and pass around the
information to other aircraft in the joint.
We then got a link, internationally very early, and
also at low cost. F 13 flew with it in the fall of 1984. It had
cost reasons some limitations in the beginning but
gradually developed.
 rear cover
rear cover
electronics
electronicsunit
unit
nosecone
noseconewith
with
Fackelmoduler
Fackelmoduler
S77 M1, Level 2 be
Will R7 the
V7 first
H7 in the A20
new modes
S7
H7

V7

R7

Flare dispenser in H7
A 20 also had a loosestrife and remsfällare, which not
previously encroached on the weapons cargo. We had
researched where a position in front of the single
hydraulic cylinder on the wing. Logger could be charged
with both torches and remspatroner. With the dispenser
was it then to go really bad. The introduction of the series
was planned by FMV's consent. Then call FMV Project:
Aerospace Defense Command said no. I would remove
the change. I did not. A modern war planes without
torches seemed unthinkable. The satisfaction came later,
when we got the order to bring the dispenser in the
airplanes not yet have them in serial construction. It
should be added that the strips were added later a better
solution.
for siktesfunktionerna, came in to me: "I think we should How integrated
go over to the radar direction at akanskjutning." fackelfällaren with internal
hydraulcylin- dern,
location H7, the AJS's
"But, " I said, " we've settled that the TY tunately not wing.
possible. "The decision of the specification was of course
to have tachosiktning radar distance. (= SUSPENSION
based on the aircraft's swing speed. It entitles poor
accuracy, and requires a skilled aviator. Radarrikt- up
had been the original aim, but had decided that it was
impossible). For the future showed that the radar proved
better than specified, he programmed the tool and run it
in the simulator with good results. It was clear that great
progress was now possible, but that they would be as
large as the latter turned out to be, I realized yet not
then.

Radar Sieving with cannon We invited the FMV to a presentation, and then
The following episode says a lot about the spirit of the 37-work. carried out the change. Although this was a question of
Borje Nordegren, who was responsible only software changes, thus

IMPROVEMENTS YES 37
• 1982 Short range Measures • 1992 Isolating in radar
• 1983 Akan front • 1996 Sjömålsmod
• 1985 Hunting Link • 1997 received four hunting link
• 1986 Ground Collision Warning • 1998 Data rod
• 1987 RB 74 • 1998 Modern weapon interface
• 1987 New battle management info • 1999 Interoperability with NATO
• 1990 More Target Tracking Radar • 2002 AMRAAM (RB 99), Bombkapsel
• 1990 BOY (flares), BOL (strips) • 2002 Large Radar Range
• 1990 Battle Mode Info • 2002 Sturgeon Capsule

• 1990 HOTAS (for efficient dogfight) • 2002 Large tactical indicator

• Sifting Machine 1992

78
 low costs. The gun was now a first-hand weapon in the
class of contemporary IR missiles and could now also be
used on the oncoming courses and distance.
But the autopilot was software controlled. A natural
step was now completely auto- tomatisera screening. In
the new mode, automatic sieving,
left the driver of
control in pitch and yaw to control the machine, and
retained control of the role of the channel. Now you could
shoot for a certain side slip, so that the oncoming course
met but collided with the target. With a firing range of
three kilometers had been an effective weapon even in
front sector.
Control of the project was good, but it was still a high
ceiling. Personal initiatives were many and appreciated.
The simulators
The Air Force had purchased four träningssimulato- rer.
The procedures were such that new software editions also
went to a company in Arboga, who then wrote about them
to the software for the simulators. This took time and when
the programs came, flying with the new software has
already been going on for a while. Si-
AJS arsenal. See also
figure on page 99.
Photo: F 21st
79
mulatorerna used most for emergency training. Flight
training on the new software editions had to be in the air.
Based on the experience of SYSIM, we thought this
did not make sense. In edition 30 years in 1990 we finally
got into a position such changes in training simulators,
therefore, introducing typlik hardware, our software for
the aircraft could be operated even in simulators.
This allowed the driver training with the new software is
done in simulators before they began to fly with it. You could
also practice warfare capabilities in radar, which could not be
implemented in time of peace.
UPKEEP
The main task was to bring down the operating costs for
the 37 fleet. The work was well more of nature fastidiously
gnetande than big news, but we at Saab gnetade on as
well AN drag. From memory, I take that we got down
maintenance cost per flight hour for the structure and
equipment ( "because the aircraft") to roughly the half, for
the electronics to less than half, while the engine part was
affected hardly at all. This despite the fact that the RUF
registration
systems are largely motivated by precisely The
opportunity to influence engine maintenance. It applied
instead of the Air Force restrictions to hold back costs.
AJ 37 will AJS 37
In 1986, I received a report on how it intended to put RB 15
on the AJ 37. The defense had bet on RB 15 as a main
weapon in the 39 Gripen, which has been delayed. RB 15
required the computer in the aircraft for its operation. AJ 37
did not have sufficient computing power, and the idea was
now to hang extra carriages with the required computer in
the beams.
The idea was highly repugnant. 37-ball was an
excellent weapon platform and had sufficient
performance. Putting uncultivated money in a dead did
not seem fair.
We crafted together an alternative with a modified
and more powerful central computer and a modern
coach (1553B, a new interna- tional standard) up arms
beams.
When we saw that we had a good and economically
reasonable proposal was oriented project manager at
FMV. For formal reasons, we needed an order of
investigation, so I ques- inserted if he did not order one.
He Gil put the proposal and confirmed the order. The
proposal ( "MODIFICATION OF AJ 37-SYS system ") sent walked away with a concept for improved navigation for
officially December 9
1986. It was well received also in the Air Force Headquarters. It
was decided quickly for the new line.
AJS 37 was perhaps Europe as the most modern
attack aircraft. While the new bomb capsule could be
worn, four. We flew with them but did not brag about it
then, because 39-ball could only take two, so we were
silenced.
Computing power in the aircraft even admitted a new
planning system, FASA (one of flygvap- net proprietary
system) with which the aerial plane potential could be
effectively utilized operatively.
Robots in the outer wings (Location R7)
An important question for the attack is self-defense. Not
to shoot down, but to survive.
80
With the full attack cargo was, however, no room for
self-defense missiles.
Robot State R7 had dimensioned RB 28, which
weighed about 80 kg. It could be under current load rules
are not clear RB 24 with 120 kg. I knew Flygsta- legs
several times asked Saab if it failed to hang RB 24 in the
R7 position. The question went RU tinmässigt the
strength counters, which takes up the provisions
concerning the number of hours a robot to be carried on,
counting and answer no.
Now we asked. How many hours, must not be RB 24
kept in position R7? For pure hunting mission could be
taken both in V7 mode (the inner wings) and S7 (the
body sides). I had prepared with pure project leader at
FMV, which we thought would accept up to 30 hours.
The response from hållfasthetsav- division was 100
hours, we put it there.
Terrain Navigation
In a survey in December 1988, I heard about the test
with a new terrängnavi- geringssystem, TERNAV, made
by Saab's Robotic Division.
It sounded interesting and I called hand Father and
asked if we were working on 37-ball could hear a little bit
more and went there to hear about a funny thing. We
AJS. All the pieces fell into place immediately. A new
navigation system for the AJS had long been on the wish
list, but it was so obvious to expensive that it was not
realistic. With the new computer and the existing radio
darhöjdmätare was now possible of realizing alone
software. The cost was no longer an obstacle. As a
byproduct, we were also improved precision.
The end result
It was certainly more problems than BE calculated to bring
modifications on both AJ and S 37 deuce but the result was
that the aerospace weapon had significantly more effective
attack and reconnaissance aircraft in anticipation of the JAS 39
Gripen ..

Per Pelletier's. Royal
Institute of Aerospace
1961. Served in the Air
Force from 1956 to 1964
when he was employed
as a test pilot at Saab for
Tufted project. Chief test
pilot in 1975. Head of test
department, 1991.
1994 Marketing for
Griffin in the Asian
region.
Left picture: Dummy of
baksitsens dashboard.
Photo: I. Thuresson Right
picture: Final version.
Photo: HOArpfors
Flight tests of SK 37
After the maiden flight of the first test aircraft, 37-1, by Erik
Dahlström in February 1967 took an intense flygutprovnng
of the first Vigg version - AJ 37. The six test aircraft were
gradually introduced. The flight characteristics and
performance were tested and verified, sometimes after
extensive modifications. The many innovations on
avionikområdet with, among other things. a. CC 37 and SI
became after many tough test flight excellent tool for the
operator.
The next phase of Tufted program was the two-seater school
version SK 37. I had the pleasure of working as the
responsible project test pilot for something different Tufted
Aircraft. SK 37, which was commissioned in the eighteenth
series of specimens, in addition to test aircraft 37800, the user
das for typinflygning of new drivers, which ever since wars
would be placed on the different Viggen versions of attack,
reconnaissance and hunting.
Periskoparrangemang
For such a short series of seventeen aircraft, it was
natural to work with a tight budget and trying to find a
decent, if not optimal compromise. This applied
instrumentation, pilot comfort and visibility as
measurement equipment and other facilities for flight
tests. An important exception was the flight
characteristics, which very similar to the single-seat
Viggen pursued.
One difficulty was the high nosläget in land
consumption by very limited forward visibility for
81
air teacher baksits. This, for partial de-stranded aircraft
inevitable disadvantage, was even greater than for
Viggen for Dragon result of lower landing speed and thus
higher angle of attack and higher nose position. It was
clear from the outset that any kind of
periskoparrangemang need to and that the
corresponding solution for the dragon was not enough.
For Viggen part, there must be a shared or twice, if you
will, periscope to withstand the high nosläget, even
during sidvindsland- solutions. Much time was devoted to
the design audits in träattrapper, the most advanced
could be primed on a cart and hauled out on the runway
and in which both lifted to different heights above the
track and tilted to different noslägen. To climb this
seemingly rank equipage, in full flight regalia to carry out
audits of peri- skopen,
So approaching the time of the first flight of the prototype
37800, and often became stressed at the end of the summer
holidays just around the corner. Would we have time to get
the aircraft in the air before the summer break?
Exciting first flight
On July 2, 1970, I started early mother- eyes from Saab
in Linköping Field Drag-ken-trainer prototype 35800, to
deliver this aircraft to Vidsel, where
 The adjustable attrap- group.
Photo: I. Thuresson

in the summer would be prepared for the RB-05 test,
which was the true test aircraft last favor.
Unfortunately, due 35800 had various pro- profit all
concentrations even less fuel than see- rieflygplanen and
stopover on F 4 was necessary. Once up in Vidsel came
telefonbe- stage: "The weather holds and 37800 will be
ready for flight in the afternoon. Came back!"
food and its damping functions was not yet checked out
for SK 37. In all tried aerospace cases showed
girstabilitet and yaw-roll-switch test on abnormal and bad
flygegenska- per. This was obviously very worrying and
the next flight, which took place the day after,
The designer Ake Pantzar
renovations planned for the mere act of survey of
seen through the periscope.
girstabiliteten. Photo: HOArpfors

Although the chances morning appeared small, we

had planned for the possibility of first flight and I went
over to the A 32 Lansen FC, who stood in readiness
on-by-sel and flew straight home to Saab back.

So at 1610 I lifted up 37800 in the air for the first

time. Exciting? Sure, the first flight of a new aircraft type
is always exciting. Not unexpectedly, minor disturbances
in some systems, but it all over- shadowing was to
girstabiliteten was poor

- to say the least - and not at all consistent with the

single-seat Viggen.
The flight lasted one hour and ten minutes, utes, went
to Mach 0.8 at low altitude and Mach
1.1 at high altitude and to 15,5º angle of attack in landing
configuration. All this liquidity that these flights were
conducted entirely in the GSA (basic control unit), as
styrauto-

82
First flight test aircraft After that was done to break for the holidays, during
which a new detail flygprovpro- grams prepared to seek
37,800th
explanations for girstabilitetsproblemet.
Photo: I. Thuresson
On August 6 provflygning- are resumed and Saab
flight characteristic test pilot Joakim jets flew six passes in
close succession, the different theories were tested. At
one of these aerospace applications we had t. Ex.
unmounted perisko- group to see if they played any role.
Not so, that we "the hard way" was covered up during the
test flight would probably have been found under customary
vindtun- nelprov. These were, however, for economic reasons
slimmed down considerably since the difference between one
and tvåsitsflygplanen was considered to be small! The
increased lateral surface as a result of rear hood gave a more
negative girstabilitetsef- fekt than expected came to light only
when the aerospace tests - and with a vengeance.
larger fin
After the flight number eight was 37800 for a modification
period to introduce the obvious response, a larger fin.
Thankfully, Saab had previously projected a
83
larger fin for the upcoming fighter version of the Viggen
and this introduced now at SK 37th
And with the usual Saab frenzy, when it really
counts, stood aircraft airplane clear again with a larger fin
just over two months later. In this new "first flight" I
immediately noticed the drastic improvement and flight
tests went briskly forward. When, in mid-November,
homecooked jets made the first flight with all
styrautomatfunk- installations connected and thus the
aircraft was complete, it was clear that the flight
characteristics could be approved.
The baksitsutprovningen had advantages
understandably enough, come second, but also
hampered by problems detailed by a total connection of
the rescue system in the front and baksits. I made the
first flight from baksits January 28, 1971 and could be the
next few days for a large number of different types of
takeoffs and landings note that instruments, term,
periscope, etc. functioned as intended. This phase of the
flight tests went without problems.
Doll in baksits reflex problems in periskopen etc. But in the end, this 37800 with the larger "YES

But before that, we had spent several aerospace was interesting the testing program carried out and the fin." Photo. On. Andersson

applications to obtain a secure version of the gunwale
plates, which protects the arms of the pilot in baksits if
you drop the hood or in a possible extension. Precaution,
we began a series of tests without rear cover with a dock
in the rear seat. And well, it was, for the first flight,
without railing panels, resulted in considerable damage
to the doll's shoulders and on parts of the interior.
product is ready for serial production.
Test Aircraft 37800 then made over many years
service for the testing of all kinds of equipment and
systems of FC auspices before the aircraft finally handed
over to the Aerial Weapons Museum where it now can be
To stand peri- MSO
seen and enjoyed.
out. Photo Emil
Lindberg

When, after a few tries with elevated railing plates

were satisfied with the results, up repeated flight with a
driver in the rear seat, just in case equipped with a "dead
man's handle", which held a lamp in the front seat on.
Wind noise made it impossible namely secure radio
contact when flying without the canopy.

Ready for series production

In addition to these major problems areas, which took a
lot of time and many provflyg- solutions to fix, should also
not be forgotten amount of effort to optimize cabin air
system in the larger pressurized evacuation system,
radio connection in a more disturbed environment,

84

Leif Åström took in 1968 an
engineer in Orebro and had
his driver's air wing at
Ljungbyhed 1969. Has been
division manager and flight
operations at F 6 and as chief
of the Air Force Air Combat
Simulation Center at FOI.
Changing of the Guard. A lance
32 is replaced by AJ 37 Viggen.
Photo. On. Andersson
AJ 37 and AJS 37 of the Staff
In 1977 it was the turn to us at F 6 in Karlsborg to
ombeväpna AJ 37 Viggen. We were then among the last
who flew Viggen representatives, A 32A Lansen.
Possibly we brought in that capacity fairly little interest in
the corporate staffs, åtmins- least the amount of
incoming correspondence judging. This meant that as a
young officer did not have too many issues to deal with
at the side of the air service, the steel let could be largely
focused on aerospace solution.
The greater the interest aroused we hunting of the
joints, which then flew J 35 Dragon. There, inside saw that
with Lance disappeared the last pilvingade fighter aircraft
from the Air Force. Pilvingade aircraft have significantly
different flights - properties than the partial de-inserted,
which becomes very apparent when you meet them as
opponents in the dogfight. The pressure was therefore great
for us to stand as opponents in joint exercises with hunting
units.
Lance was far from a systemflyg- plan. The flight was
based rather on Item No. Røren and navigator did almost
everything ma- out manually, both measures and
calculations. This
85
provided, of course, no system training for the transition to
the Viggen. However gave it a solid foundation to fall back
on when any of the systems in the Viggen not cooperate,
an advantage that should not be underestimated.
retraining
Ombeväpningen from Lance to Viggen, led by a highly
skilled team of F 7, began with six weeks of theoretical
training alternating with simulator flying the F 7th
The first meeting of the Viggen was a lance-drivers
something of a culture shock. They met here a system
aircraft, which eg resulted Particular Driver instructions
SFI had grown from being a thin binder in A5 format to
now include a plurality helryggs- binders A4.
The simulator was then true state-of-the-art, but its
visual world around systems strongly limited usefulness
for ceiling athletic training. In contrast, it is well suited for
emergency training, and contributed greatly to that we
were well prepared for the first real flight.
Everything can not be practiced in the simulator. The
engine, RM 8A, was generous was no

surprise to us, but when you first met its brutal force, it
was still a powerful experience. And strangely right too -
it was at the points in time ten most powerful engine in a
tactical aircraft. The thrust was more than adequate for
flying straight ahead, supersonic reached easily and
sensation of charge at all heights. At low altitude, had to
empty holding back - with completely free rein was
pulling force sufficient for the aircraft to reach the
overpass and tearing itself to pieces. At the same time it
must be noted that the Viggen, because the engine had
pretty bad speed and operating performance at all
altitudes.
Engine design, turbofan
with large bypass ratio, provided very good fuel economy
of flight with slaked ebk. The large amount of fresh
bypass air streaming into the EBK enabled a very large
pulling force supplementation with ignition EBK, but then
also increased fuel consumption levels for monumental.
At low altitude drug engine at full thrust approximately 10
liters of fuel per second! But it was enough also because
you could go into a top role at the lowest height and
finish it at over 10 000 m of altitude.
The unique flat shape, delta wing with foreplane
gave Viggen very good flygegen-
86
RM 8A delivered lighters
ebk a static build traction
on 11,790 bp. Photo: SFF
archive
characteristics in a wide speed range. The good
lågfartsegenskaperna and the ability to reverse engine
thrust gave good chair- properties, you could take off and
land at 500 m.
STOL characteristics allowed us to war could spread
ourselves over a large number of war bases with short
courses. This we practiced routinely, even in winter and
the icy land dumping and taxiways. It is difficult to
accurately describe the feeling of having a large beast
that the Viggen smash down (in short landing landed
man without transition arc) on a short and narrow path
with högstammig forest close up the sides.
Equally impressive was to stop after about 500
meters off run, even if the runway prior takeoffs and
landings had been polished as ice hole you could hardly
go there. That using lågfartsegenskaperna and engine
major thrust up from the same orbit was an equally
powerful experience.
Plan Shape also had the good property called the
evening the turbulence. In attack missions could, even in
extremely kyttigt weather, the minimum height to
penetrate hostile league hotområden at very high speed.
This complicated the course largely of hostile fighters
and air defense.
 If it nevertheless were forced into the dogfight had a great
advantage of good manöveregenska- per. The
instantaneous swing capacity (the capacity to pivot the
maximum, even if this results in deceleration) were
particularly good in a wide speed range. Similarly, the
role of the properties very well, even in low grandparents
best. To turn greatly needed emeller- time, especially at
low speeds, the man took out high angles of attack - AJ
37 to 18 degrees.
Plane shape meant that both the nose and the main
wing which generated powerful vortices. It was a highly
physical experience when ändvirveln from nosvingen
drummed against the main wing - it really felt like Item
No. Think that handled the very large forces. This was
also the flip side - wing plane form generated significantly
induced counter position during hard maneuvering.
Therefore, one must at maneuvering battle have ebk
spark more or less continuously, and fuel consumption
became great. Battle The processes are admittedly highly
intensive in modern air combat, but the poor combat
endurance, and the consequent need for rapid decisions
contrary, was still an Achilles heel for the Viggen.
The wing planform also generated large induced drag
when flying straight ahead at high altitude, sometimes so
large that they were forced to use the EBK. High altitude
performance was therefore not a good thing, and could hardly
be considered adequate for the conduct of hunting role.
Battle Behavior with A AJ 37 - aircraft systems
lance 32A respectively
A crucial difference between the lance and the Viggen
AJ 37 Viggen.
was how complete the single aviation
A lance 32A
87
the plan was. As a driver in Lance had often settle for an
aircraft without radar, often also without a navigator.
Viggen however, was complete; each aircraft had
navigation, radar and more. This made a big difference in
how the aircraft could be used.
In Lans dressing was only certain aircraft - group
managers, sometimes roteche- fernas - equipped and
staffed so that they could lead the joint. These lead
aircraft was a key resource for the dressing would be
able to get to the finish and carry out the attack in a good
way - lost to them fell the joint capability at most
considerably. To increase the likelihood that liabilities le
have aircraft with conductivity up to the goal, the division
(eight aircraft), the most common combat unit. The
dependence of the lead aircraft made dressing
vulnerable to losses, lost to them could be the remaining
aircraft have been difficult to complete the mission. The
ability to replace long-term losses were not optimal,
because only a few were able to get adequate training in
the leadership role. The way to work were also affected,
it was natural to förbandschefen responsible for all
management and decision-making, while other "hung on
and becoming entrenched in his wingtip." This also led
easily to the division became the top-down, which
naturally thus was not optimal for either the motivation,
creativity and strategy development.
With Viggen that changed at a stroke. All aircraft
were complete, in principle, any dressing up to take over
the management solution of the dressing if the leader
was pre-
AJ 37 Viggen
Lorad. This made it less sensitive to losses, and the
natural combat unit Viggen was a beacon group. The
tactical liberty, is also increased dramatically, as each
aircraft had both sensors and the ability to navigate. It
was now possible to spread out the dressing so that
each aircraft could fly optimal way to allow hotmättnad,
defensive intelligence, collaboration, etc. Working way in
the division were also affected, it became much easier to
delegate both The entries best and responsibility.
This increased capability to the divi- sion in the long
term replace staff losses, since all are increasingly the
entry volverade in management and therefore received
more training in leadership. It meant a huge change for
the better in terms of motivation and creativity, and
interest in tactical development increased significantly
now.
Radar
Nosradarn AJ 37 had the designation PS-37 / A. It was a
pulse radar optimized for spa na and act against naval
targets, but it could also be present in front of lying
terrain map.
The radar was analog, and could only generate raw
radar image. The driver did not have the help of a function
to automatically detect targets and present them to reach
tetiska echoes. He, however, had access to a number of
surge protection features, including a number of filters with
different characteristics, with which he could dampen the
effect of interference.
The radar was integrated with the aircraft's central
calculator, CK 37. The driver was able to direct the radar
screen measuring goals and ter-
88
rängobjekt, and the measured position was automatically
into CK 37 for navigation or weapon delivery
computations.
PS 37 / A monopulse technique utilized to form the
radar beam, for example to a Ver- tikal, thin disk, which
was often optimal for mapping and reconnaissance
against land and sea targets. The beam could also be
formed into a horizontal, thin plate to give maximum
illumination in a limited height band and therefore
facilitated detection of weak radar echoes, both sea and
air targets. The radar had some ability, to detect air
targets and also give a rough idea about the target
height. Furthermore except monopulse technique utilized
to shape the beam so that it could be used for the
automatic distance measurement against both air, sea as
ground targets.
PS 37 / A distinguished by that even in extremely low
dykvinklar cope width measurements at land and sea
targets. This helped to both significantly increase the
precision of e.g. bomb and rocket attacks, and make it
possible to attack with reduced exposure to counterparty
upright eldrörsluftvärn and luftvärnsro- cures.
Tele Countermeasure
Viggen only complete telecommunications
countermeasure for self-protection, including built-in radar
warning, feller radar strips, infrared decoy flares and
transmitter for active radar jamming. Compared with the
lance ability this was a big step forward.
Radar Burst at the attack
The strip and fackelfällaren, capsule KB, knowledge against naval targets. Image
quality depends on the images
the trap band radar strips, both as continuous remsstråk
taken during the actual aircraft
for subsequent aircraft to hide itself that remspuffar
up.
 to hook the target track from the own aircraft fire control
radar and radar missiles. The capsule also had in the
back of a magazine for IR flares, which dropped to
unhook IR missiles.
Capsule KA, later replaced by U22 capsule contained
jammers active disturbance, e.g. hunting radar and fire
control radar linked to eldrörsluftvärn and anti-aircraft
missiles, etc. Interference capsule was flexible and could
be programmed for the vast majority of the hotsystem that
could be considered.
Arming
Viggen main weapons against naval targets were the
autonomous robot RB 04E. Used against ground targets
both the command-controlled RB 05, and explosive
bombs and rockets attack. Later, also the robot RB 75
"Maverick" with TV tracker. Heavy assault weapons such
as minbomber missing thus completely, making it difficult
- almost impossible - to fight great goal that runways and
ports.

Thanks to the complete telekrigutrust- solution had RB 04E

Viggen good ability for self- protection. The
countermeasures are carried in capsules which were
hung on the aircraft pylons, however, had a price; they
chose to wear countermeasures necessary to reduce
weapons load. In practice, this meant that in difficult
hotmiljöer must behave with more Viggen gathered in the
joints.
Against naval targets could A 32A carrying the RB 04, the
world's first airborne tactical sjömåls- autonomous robot. The
robot was introduced in developed form, UN der designation
RB 04E, as the main weapon against sea targets AJ 37. The
robot was a so-called sea ​skimmer, it flew toward the target at
low altitude to be difficult to fight with both fire-tube air defense
as with anti-aircraft missiles. After

AJ 37 beväpningsal-
alternatives.
Front row alongside the
additional tank, 120 kg
bombs. Back row, from the
aircraft: RB 24, arakkapslar,
capsule U22 (KB),
respectively. KA RB 05 and
RB 28. During wings
hanging RB 04. Photo: Saab

89
precipitation searched the robot up the goal with the help of an
active radarmålsökare. The robot driven by a propellant rocket
engine, which produced the high subsonic speeds and a range
of 20 km.
With RB 04E could Viggen in all weather conditions
turn against naval targets, even if they were protected by
vessels qualifying pads. The robot was directed at the
target using the aircraft's radar, but after felling up
completely autonomous. As soon as they shed their
robots could therefore fully concentrate their behavior to
avoid being tackled. The robot was convicted in the
dressing, depending on the threat, weather, etc. could be
held together or scattered, but with a methodology that
made all the robots reached the finish around the same
time. Each airplane bar normally two robots - a division kept robot on the line of sight between him and the goal.
could therefore deliver sixteen missiles arrived very The control method meant that the robot's path was a
concentrated in time. Several divisions could attack continuous turn. This, together with the fact that it was
coordinated with very little time separation. almost impossible for the driver to determine the robot's
depreciation able to target, made the method extremely Photo: SFF archive.

demanding capacity which may be illustrated by the they as possible. AJ 37 with RB 04.
needed to shoot 1000 -1200 shots in a simulator before
time at a straight rail, as short
they were ripe for shoot the sharp robot.
defense and especially the

exposed to the hostile air

RB 05
If RB 05 can - unfortunately without exaggeration -
saying that it was so far from autonomous as you can
get, the command was ruled by The driver all the way
which the aircraft ex- was
Because of the high driving load could RB 05 in
exposure (Exp), ie the time
practice only come ifrå- ga about anti-aircraft threat was
minor. Therefore got RB 05, which was once thought of important to keep the time of

from the firing and all the way to the goal. The control as huvudva- pen against ground targets, eventually Attack by RB 05. It was

signals sent over encrypted microwave from a transmitter
in the nose of the aircraft to a reverse recipients in the
robot's buttocks. The driver could see the robot was at
the back equipped with a torch, and the rocket engine
powered by fuel made the smoke.
their's foremost use as target air guns. It gave namely
under visual AJ 37 from the front toward large capacity
air targets (transport and bomber) before IR missiles
from the front capacity became supply imperishable.

The robot was flying at supersonic speed.

Verkanssys- system could selectively act by intrusion,
pressure or fragmentation, and the robot could be used to
both land and naval air targets.

After firing, the driver steered the robot using a small

joystick. This was a
called power lever, and felt completely silent even when
operated it with great force.
Usually, flew to the side of the goal and shot the
robot with offset. After firing, the driver steered the robot
with so-called collimation control, which meant that he
constantly

90
Shooting with RB 05. Photo:
SFF archive.
Attack with arak.
Emerging Case
respectively. pivot case.
attack Rockets
Fortunately, there were other, less capacity demanding
weapons against ground targets available. AJ 37 could
carry four arakkapslar, whereupon either containing six 13.5
cm attack missiles (arak). Warheads were designed to be
able to work both through penetration as pressure or
shrapnel, and was therefore comprehensively useful
against both ground and naval targets.
The rockets could be fired only as a full volley, and
the whole volley of 24 rockets took 0.6 seconds to fire.
To give an idea of ​what this meant firepower, can be
mentioned that a destroyer with his main artillery could
fire 24 shells a minute. Their caliber was also "only" 12
cm.
91
In Swedish, hilly and mostly forested terrain gives
låghöjdsuppträdande protection against air defense. Normally
flew therefore towards the target at the lowest height and
high speed, Mach 0.85-0.9. In the distance, 5.5-6 km from the
target were raised with 4-5 grams and rose to the height that
gave insight into the target - usually about 300 m
- and rollade onto the back, caught the target, pulled
down his nose to it and began visibility up. Thanks to
good radar measurement capability and rapid
siktesberäkningarna was 6-7 degrees dive angle and 3-5
sec. straight track quite enough to shoot a wide rocket
salvo.
After firing took it up with 5-6 g to pass over the
explosions and shrapnel, rollade then onto the back and
pulled down at low altitude. The exposure time was about
35 sec., But the short rakbanetiden made it difficult for air
defense to shoot directed fire. The driver pointed at the
target, and CK 37 projected when he would shoot to hit
the target. Rakbanetiden was therefore long if you started
the attack from a great distance.
When the threat of anti-aircraft missiles increased
further, we developed and introduced the tactic swing
decline, ie directly after the firing, we turned to the side of
explosions at a low altitude. In this way reduced the time
to export ponerade for anti-aircraft threat to about 20
seconds. The downside was that you have to limit
dressing size or målutbredning, so they do not fly into
each other explosions.

120 kg explosive bombs

AJ 37 could also carry up to 16 120 kg explosive bombs.

The bombs were not durable enough to penetrate targets
without Ver- happened only with shrapnel. They could
therefore not work against hard targets. They could be
equipped with either direktanslagsrör or proximity fuses
for luftbrisad.

The bombs came just as rockets, but with an

important difference: the driver defined target CK 37 by
pointing at it and pressing the shutter button, CK felled
then automatically bombs when it was right for them to
hit the target.

If the cloud base was too low to dykan- case could

be implemented, could instead apply flat precipitate. To
boom Berna then would explode just below the
aerospace field supplied to them with brake monitors
(bfask).

Finally, the bombs could be precipitated by
"tossfällning". The method was based on the MA lets
mode was known with accuracy, and that the driver
recently made a good terrängfix, so that the aircraft's
navigation system had a
good position perception. Pilot flying at low altitude and at high
speed - preferably at least Mach 0.9
- up to 6 km from the target, which he took up with 5-6
grams while he pressed the depreciation printer. CK
dropped automatically bomber-

tossbomb- up.

with the brake shield and

Emerging case, planfäll- up

ways to drop bombs:

aircraft. Photo: F 21 Three

suspension in Ia facing the

kg bomb blast, before

The fuze is added in a 120

92

How does it look when na so that the ointment covered the goal. The method was
using live ammunition. developed to support the attack on välför- responded goal. In
Photo: F 21
the absence of signal search robots would be using bombs
suppress air defense without exposing themselves for this.
RB 75
RB 75 was procured from the United States, which
designated the AGM-65 Maverick. The robot uses the TV
tracker and is completely autonomous after firing. It was
developed for use against hardened targets such as tanks,
but we acquired it primarily targets boats in the archipelago
and bridges.
The robot turned out to need modifications to fit our
needs. The flight path were changed so that the flying
height better fit in with Scandinavian weather with low
cloud bases and homing modified to better cope
sjömålsmiljön with reflections in the water and pure white
bow waves.
The driver was able to direct the TV tracker using
radar handle and the image was presented on a display
in the aircraft.
The attack usually started from a low height. Just before
shooting distance steps you enough to bring transparency in the
Attack with RB 75 case and coarse targeted aerospace plane towards the goal.
Maverick Then turned driver
93
to watching TV målföljarens image and target tracker to a
crosshair included MA- material. Then he gave the lock
command, and if the hair cross stable followed the case, he
could shoot the robot, which then was completely
autonomous.
Air Target Weapons AJ 37
AJ 37 could carry several types of luftmålsva- group. RB 24
was a Swedish term for an early version of the American IR
missile AIM-9B Sidewinder. The robot target seeker could
only distinguish relatively hot parts such as the outlet portion
of a jet engine and could therefore only be put in the target
baksektor. Vi conductor could automatic cannon (Akan),
which will bring race in capsules, and as previously
mentioned RB 05 could also be used against airborne
targets.
Later, when the YES 37 introduced, acquired AIM-9J
with the Swedish designated RB device 24J. This could
still only be pushed from behind, but had significantly
better reach and operating performance and were also
more resistant to interference. If one of the attacked
companies expected to meet lufthot supplemented
frequently attacked arming with one or two infrared
missiles for self-defense.
At the time of 37: ans development Akan was
considered to be an antiquated weapons completely
replaced by robots. This view influenced also the
demands on AJ 37, which therefore lacked aircraft the
Akan. This proved to be a huge mistake and it looked
afterwards forced to supplement capsule mounted 30mm
Aden cannons. The gun was a design that stemmed from
the Second World War, and it had fairly modest
performance. For action against högfartsmål must be in
at very short shooting distance - within 300 m.
At bet AJ 37 of the air defense used most often a
mixture of IR missiles and akan-capsules,
sometimes supplemented with
RB 05th
The lack of well qualified jaktra- where the data link
caused the AJ 37 could only operate during daylight and
visual VA derförhållanden and demanded talstridsled-
up. This limited the ability of AJ 37 to operate in air
defense.
AJ 37 of the cold war
Most nations of the former USSR's proximity had only
land border with the Soviet Union. Sweden's
geographical location made, however, that we shared the
Baltic international airspace and waters to exercise area
with the Soviet Union. This led to many contacts between
Swedish flights and Soviet air and naval forces, which
gave us a unique opportunity gather intelligence on new
equipment, etc.
Thanks to the air defense capability of the AJ 37
began to utilize also attacked troops in the incident
preparedness. Since the hunting ability was limited to
visual conditions advantages partitioned standby periods,
preferably periods of better weather, i.e. summer.
Therefore was commanded we often Visbyba- late in the
summer period to from maintaining incident
preparedness.
During the Cold War, it was more the rule than the
exception that the incident mission had contact with other
nations fly in the airspace over the Baltic Sea. Often
these aircraft Soviet, and although intercourse usually
occurred amicable, it was not always so. This could
possibly race illustrated by the following event:
We at second division F 6 had for a period
cooperated with the National Defense Radio
Establishment (FRA) to clarify how much disclosure
signals radiated from Viggen emitters (radar altimeter,
Doppler, etc.) that could expose us to the opponent's
signals intelligence. This cooperation had opened for
further cooperation with the then very secret FRA. As
part of this would di- vision's staff conduct visits to the
FRA plant at Faro. The division's per- sonal went by car
up to the plant, while I and my wingman manned root of
incentive dent preparedness.
It was pretty quiet in the air at the time, and we were given
permission by JAL (hunting the leader of "the Mountain Goat")
to make a practice attack on the plant on Fårön. We attacked at
the battle-rate height and ditto momentum, with approach from
the south of Sudersand at Faro and further into a
94
right hand side toward the plant. After anfal- let we returned
to Visby and landed on that shortly thereafter go out of our
readiness passports.
We quickly changed and threw us in the car to
connect to the division at Faro. When I step into the
facility, I received a note with a phone number and told
that I would immediately call the number. When I did it
told me a lady we flew over her sommaställe where she
had collected a number of prominent ladies from all over
Europe to competitive conference with peace as the
theme. She did not feel we fit into this theme. I agreed
that the coincidence was most unfortunate, but noted,
however, that we acted entirely within the existing
regulatory framework.
The following day, I was again in readiness. Suddenly a
run command as audible was very sharp: "Philip 19, bream ( Our
Caravelle for signals) located northeast Sandön and the
threat of a Soviet hunting located in the slide turns and
conducting simulated attacks against him. The root Filip 19,
start the northeast, the highest speed! " We started and
contacted Cobra (battle management) as soon as we got in
the air. The control order was short and concise: "Philip 19,
Cobra, controls the rate to zero five zero increase". To
accelerate quickly step we are relatively flat. We were
approaching fast supersonic, still over the country and the
relatively low altitude, which I announced Cobra. The answer
was if possible even more succinctly: "Philip 19, Cobra,
perceived - öööka!"
We therefore came to pass Fårön at just 5-6 000 meters
and in good supersonic speed, and I could not fail to
send the ladies at the peace conference a thought. The
Soviet MiG-23 hands cut off as we approached, so there
was no serious incident than that.
AJ 37 and U 137
In the evening, October 28, 1981, I sat in front of the TV
watching the 19: 30 news. UN- der shipment came in a
fresh telegram, and uppläsaren announced with
somewhat surprised min to a Soviet submarine
groundwater encountered on Swedish territory and also
in a restricted military area. A few minutes later called my
squadron chief, oriented
Submarine 137 courted by
the Armed Forces. Photo:
Hans G. Friberg
quickly about the incident, and ordered me to my
division, Philip Blue, promptly set up an attack group to
intervene against a feared rescue attempt of the
submarine. It delegated to me as division manager
choose appropriate weapons for the task: to be able to
warn, could push limited for effect or be able to shoot full
for effect.
I quickly chose the three pilots from my di- vision and
called them to the flotilla. Weapon choice seemed like a
very delicate task, we could prevent fritag- up but for the
sake unnecessarily escalate the level of conflict. I
therefore decided, after some reflection, the following
among the arming of the group:
• Warning task: Bombs Bursting with brake screen and
spetsanslagsrör because they could planfällas front
of the ships - a show case could provoke gunfire
from the ships, and our task was not to start a war.
Each of the bombs 16 had the burst at the water sent
a shock wave that has been detected throughout the
vessel, a warning that can not be misinterpreted.
95
• For a limited effect: Arak subsidies da with
lysbomber.
• For full effect: RB 04E.
The entire organization, both the division and clarification
Company, responded exempla- Doing this quickly (also
seen against the background of each division at the time,
always had 24-hour stand-out during semesterpe-
period, as the divisions were spread out over time).
During the night, performed the division two passports
with a beacon group fighting charged AJ 37, the first
already at 23 o'clock in the evening. The second session
was planned so that we anflög in the dark, but was
ahead in the first gry- up the light. Once we found a
Soviet högsjöbogserare who was escorted by including a
KASJIN-destroyer. The vessels were then anchored very
close to our territorial waters. Eyesight seemed slightly
unreal, the ships looked completely gray and colorless
out of the weak gryningslju- set. No activity was seen on
board, and we understood nor that any fire control radars
locked on us. We flew past the front of the vessels gene
in such a way that they could not fail to see that we were
armed.

Throughout the incident, the Swedish aircraft armed and
prepared to make the effort of the Soviet sjöstyrkan
would go in and make a rescue attempt.
System
Viggen was designed from the start with the good and
balanced flight performance. Grundflyg- plane's
performance was therefore quite well, even in the much
tougher battle environment it had to operate in as a result
of developments abroad. In contrast, began in the mid
ten-1980s see a need to improve the aircraft's weapons
performance,
as well as its
survivability and ability to manage the information war.
The result was AJ's 37th
Planning and analysis system HORROR
Flygeskadern aircraft units from the first (E 1) GE mented
annual exercises with air defense units, grouped on
Ravlunda firing range. A difficulty in these exercises was
to evaluate the anti-aircraft, and attack and
reconnaissance flight effect. In 1984 exercise in
developed form, now on Gotland and called FOCUS. For
the evaluation of anti-aircraft and military air forces
96
The upgraded SF 37
was AJSF 37. Photo: F
21
effect was used a computer-based system developed for
the study of Flygstabens JAS at- thanks armament. The
evaluation system showed great tactical value of
computerized ana- lysis of aviation companies and the
threat to them, and must be seen as a first major step to
manage information war.
Fleet manager therefore decided in 1985 that systematic
system, developed by Ove Kallin and Peter Stendahl, would
be developed for the management, planning and evaluation
of the attack and reconnaissance business. The new system
benämn- des HORROR (Enterprise Analysis
Reconnaissance and At-attack). The foundation of FASA
was partly to simulate enemy weapons systems, grouped in
a ter- rängdatabas, and simulate the flight it was intended to
implement. This enabled the pilot pre-study
verkansmöjligheterna of enemy weapon systems and
optimize their roof bitch minimum shooting down of risk.
Topographic Database in FASA also made that it
was possible to produce far more carefully position data
Viggen navigation system and that you could do it much
faster than was possible from paper maps. A bottleneck
was that the driver was obliged to manually, via the
aircraft
 Data panel, enter data from FASA CK 37. It was
therefore important position to instead enter them via a
data carrier.
If, after the flight was able to transfer data from the
CK 37 to FASA, would Furthermore, except to evaluate
the flights. This would both greatly streamline förarut-
formation in peace, and in war allow a quicker and more
comprehensive gathering of intelligence on the enemy.
Then FASA to become a combined planning and
evaluation systems, a breakthrough concept that would
give us the unique ability to bring the information war.
Later it was decided to phase would develop into to
support all our systemflyg- plan, even JAS 39. In
connection with the FASA changed its name to the PLA.
RB 15F
Anti-ship missile RB 15F, developed as the main weapon
for the JAS 39, had several times longer range than RB
04E. It was in other respects much better performance,
e.g. the ability to resist electronic countermeasures, to
avoid decoys and maneuvering so that it became difficult
for the opponent to fight.
RB 15F had already been acquired and was in the
Air Force supply when the delay of
Hang RB 15 on Highway
strip.
Photo: Åke Andersson
97
JAS 39 was a fact. It was therefore appropriate to
use the RB 15F of the Viggen to increase its verkans-
and överlevnadsmöjlighe- best, and it was decided to
introduce it on both AJ 37 SH / SF 37th
You could modify the aircraft according to two
options:
• You could build a computer in the carriage in which
the robot hangs on the aerospace plane. This was
the simplest and least costly solution, but one- DAST
useful RB 15F. PLA could not be integrated.
• You could expand the CK 37 to erfor- derlig
computing power. This solution, which was
developed by the perennially creative Borje fund
Saab, was more complicated and costly. This was
offset by the fact that the aircraft could always take
advantage of the increased computing power, not
only when the bar RB 15F. Moreover, did this
solution it is possible to improve integration of the
PLA.
PLA integration of measured so great importance that you
chose the latter solution. CK 37 was amplified and
introducing an engine cylinder data bus (1553B) to
communicate within the aircraft with weapons, etc.
Furthermore, input data transferred rod (DS), a laptop
computer with 8 MB memory, for carrying out the planning
data
from the PLA to the aircraft. Additionally reg- rerades
also trajectories radarinmätningar, operator actions, etc.
in the data wand to after landing could be carried over to
the PLA where they quickly could be evaluated.
A video recording system (VRS) in deposits was also
conducted. This registered, first, a rebuilding of the world
seen through the SI, and radar. Although this information
was transferred to the PLA for evaluation along with flight
paths
mm from the data wand.
The chosen solution meant AJS motor difieringen
made Viggen to the enhetsflyg- level it once was meant to
be; Now would reconnaissance aircraft able to carry
assault weapons, attack aircraft could radar scout and
everyone got their own security capabilities.
Tactics and system
The opportunities to present additional information to the
driver was highly limited said, as well as the availability of
spare buttons and controls, for example, operate the new
vacuum pen. Technically it had been solved by
introducing multi-function displays (MFD), but this
solution was held either within budget or on time.
We must therefore find ways of existing indicators
present the new input information to the driver, eg:
• The ability to carry a variety of weapons meant that
the driver must be able to see what he had left and
what that moment was chosen.
• Full utilization of the RB 15F led to demands for new
information on radarskä- rm.
• Existing switches and controls must in some cases
be double or new functions.
Since the majority of buttons and indicators on the
airplane ruled or governed by CK 37 was technically
entirely feasible. At the same time this is not more
complicated than that
98
the driver could handle the weapon of choice, etc. even in a combat
situation.
Therefore was formed tactics development units (TU
AJS the first division F 6 and TU RB 15 on the second
division F 7) designated to participate in tactical and
system, including in terms of presentation and actuation.
The work was extensive, many difficult problems were
solved in cooperation with Saab, FMV, etc. Here,
however, obtained very good support from the attack
officer in the Air Force Headquarters, Major Lars
Eriksson. Without his delegation of a large part of the
development work at the divisional level had AJS project
called hardly have been possible.
TU units also conducted extensive trials as part of a
systematic temutvecklingen for AJS 37th
AJS 37 of attack role
Each AJS 37 could deliver two RB 15F. A division could
then supply 16 robots, and do this repeatedly with one
hour apart.
Tufted system had thus become an even much
harder striking component of the Swedish defense
against a sjöinvasion.
The introduction of 1553B made it possible to also
integrate the bomb casing (BK DWS
39), which also acquired the JAS 39. The convicted one
mil from the target and then navigated his way to target
and spread where submunitions. Obviously BK gave the
incriminating aircraft increased chances of survival
compared to explosive bombs.
BK spread its submunitions evenly over a
well-defined area so a single BK had significantly better
efficacy against soft and semi-hard targets than a full
load sprängbom- ask. Substridsdelarna was designed to
självdestruera and not remain lying "mines".
To integration of BK would be meaningful, however,
the precision of the aerospace plane's navigation system
is improved radically. This was solved by introducing
TERNAV, a terrain navigation. Terrain Data for the
company was brought from PLA using
Beväpningsalterna- tives
before and after
AJS-modified ring.
Data rod. During the flight korrelera- des these terrain
data with the altitude curve obtained from the radar
altimeter, and based on this could navigation system
(territory) continuously calculating They are positioned
with an accuracy of 10 m or better
- quite enough to deliver BK. As curiosity is that CK 37
Top:
sakna- the computing capacity to handle TERNAV-
Diving Case with CCIP-
method "ARAK Long". calculations. These were executed instead of the data
edge, a computer connected to CK 37th
Bottom:
A new siktesmetod, "ARAK Long", was introduced as
Swing Fall with bombs
well. The method was a so-called CCIP method
and CCIP- screening.
(Continnously Calculated Impact Point).
99
It was harder to aim than the usual CCRP- method, but
freed the driver from the requirement of the shooting
distance to have full rights hot shooting anywhere between
six and two kilometers from the target.
Thanks to this long (and therefore dangerous)
rakbanor avoided, e.g. when the target appeared to be
farther away than they PLA impregnated for.
Another new siktesmod was CCIP precipitation of
bombs. As with rockets showed whitefish Tet continuously
where the bombs would hit the driver dropped at the time
but was more difficult than CCRP method. The gain,
however, was very great; the CCIP driver could fly than to
the side of the goal to take up quite easily about four
kilometers from the target and turn to run the dot swept
across the goal to which trap bombs.
The method, which was stunningly accurate, however,
could only be used for a maximum rotation. It served to
reduce the exposure time to about 20 seconds and also
completely eliminate rakba- netiden. This resulted in a large
decrease in the level of risk.
AJS 37 could carry weapons of six weapon stations
to the previous four. This meant that one always on the
outer wing spars could bring two missiles for self-defense
without

To attack the load must be reduced. In addition, it
introduced a speed-dial feature, allowing the operator
without releasing the joystick and gas could choose missile
with its director and radar functions. A AJS 37 attack on the
electricity smiles reconnaissance mission was therefore not
harmless, it could bite down.
AJS 37 in hunting role
After modification could AJS 37 carry six missiles against
former two. Robots and Akan could be worn at the same
time, so that the driver could choose appropriate
weapons in view of the situation. In addition, a new
functional SI each robot homing pointed, so that the
driver could not see what the seeker locked on
- e.g. target or an infrared torch - before he
fired missile.
The modification resulted in a significant increase in
the air defense capability of AJS 37. Since it was
dependent talstridsled- up and get visual contact with
targets had AJS 37, however, is not nearly the same air
defense capability YES 37 or JAS 39th
AJS 37 of the reconnaissance role
Trajectories radar fixes, event markers, and other data
stored in the data rod and transferred via this to the PLA.
By this allowed direct access to the presentation of
information could be in the PLA very quickly produce
100
AJS 37 with four
bomblets. Photo: SFF
archive
interesting information. After radarspanings- companies
could trajectory immediately appear in the PLA, as well
as the position of all the measured target. Using event
highlighting for radar use could be in seconds fast to the
position of the video tape where the interesting radar
there and enter additional echoes the driver not
measured up.
AJS 37 registered the signal data obtained were from
radarvarnaren. As the capsule disturbs also been
modified (and thereby renamed U22 / A) received and
registered aerospace plane also signal data capsule
received. This, together with the evaluation functions of
the PLA led to very quickly could merge signal data,
which made it possible to both position, activity & Identity
determine radar transmitters whose signals are recorded.
This allowed the enemy groupings followed with very
high timeliness.
AJS 37 in the information war
With PLA which was built in the early 1990s, an
experimental IP networks up around flygeskaderns first
team place. Ledningsni- friend could thus quickly deploy
extensive and detailed underrättelseinforma- tion etc. to
the units for air companies. This information could be
directly presented,
 e.g. in graphical format directly on the map in the PLA.
Intelligence information could with the tools analyzed,
and then serve as a basis for adapting tactics. PLA also
supported monitoring of ongoing aviation companies.
Partly presented ongoing aviation company in the form of
simulation (even if you did not see the aircraft on the
radar) and presented network distributed radar image
målföljda companies and radar echoes.
After the company was distributed on the collection
presented intelligence information over the IP network to
the squadron headquarters, which could sampresentera
and merger notifications to keep current intelligence
picture and distributed for the next airlines. The ability was
so well developed, that such continuously and within
seconds could merge signal inputs information on the
pulse level of divisions.
Management PLA closed then the tactical loop and
supported situationsmedve- tenhet at all levels. When
the line parts of the system was phased out in 1995 in
connection with the closing of the First flygeskadern
system was probably the world leader. Thereafter
retained only the planning and evaluation components at
division level.
In the information war also includes electronic warfare. Thanks to
the modification of jamming the capsule and
SK 37 received a second life
as telekrigsflyg- plane SK
37E. Photo:
Lars-Ake Siggelin
101
the introduction of data rod became possible from driver
to choose which electronic warfare library capsule would
use. This was a large, but also the necessary steps to
meet the modern war demands for flexibility.
The electronic warfare capability achieved with AJS
37 were used and came to a head in the SK 37, which
was modified to AJS-standard, which turned them into
telekrigflygpla- net SK 37E.
Conclusion
Tufted system, which was the Air Force's back row
during much of the Cold War, lived well up to the task - to
be effective enough to be war deterrent. We learned
during that period a lot about the world around us, much
as many unfortunately already seem to have forgotten.
During the crisis, the U 137, perhaps the most
serious incident, the Swedish Air Force has been
involved in since the shooting down of the DC-3 than in
1952, facilitated the government's quick and clear
statement ( "Keep the limit!") Greatly for us to act quickly
and correctly.
The crisis also showed that it is not enough just to
have good weapons war, be competent ver also weapons
to handle crises.
 Aircraft Pictures are sometimes
singularly beautiful. Here we see
two SF 37 in the mountains. .
Photo: F 21

One need weapons to give clear, but not provocative,

a difficult transition, which was facilitated by that you
warning in different contexts, and to shoot with limited
could do it with AJ 37 so that it was ready for the
effect. This is easily overlooked, but crucial to be able to
introduction of the JAS 39th
cope with crises, so that they do not escalate into war!
• To JAS 39 could provide the desired effect required a
functioning management systems. It also required

With the AJ-modification increased Vig- gensystemets effective planning system that could deliver mission

operational effect, so that the well was enough for the computer for the JAS 39 and evaluation system that

remaining time until the JAS system could be introduced. could evaluate the data and intelligence for the

Another aspect of the AJS modification that easily bypasses
seen, however, the important preparatory work for the
introduction of the JAS 39, which was made possible by AJS
system:
mission. Thanks to AJS 37 and the integrated
development of FASA / PLA was possible to also
develop such systems, so they were ready when the
JAS 39 was introduced. During the development of
AJS37 should note two things:

• Three separate driver training (fighter, attack and

reconnaissance driver) would merge to be
accommodated in a common syllabus for the
• It was careful to expressed Operat- ational requirements
"multi-role-driver", but with about the same extent as
förmågetermer (what should be the aerospace plane) without
each of the three separate courses. This was an
unnecessary micromanagement of technology requirements
extensive and difficult work that must be completed
(how to do).
by the introduction of the JAS 39. The work was
• It is applied in stages evolutionary development of
helped very much by that one had a enhetsflyg- plan
user participation, a method of international comparison
in the form of AJS 37 to do it with.
appears to be unique to Sweden. This methodology
can be some of the success keys behind that Sweden
can develop avionics systems that stand up well in
• JAS system presupposed that also AVR's Bass system
could handle the different functions fighter, attack and
comparison with the great powers best.

reconnaissance. This was

102

Kurt Jensen, field pilots
in 1954, officer
1960, the division manager
and flight operations at F 11.
flight safety by E 1 and
manage Spa / Und-section,
also at E 1st
The prototype of the SF
37. This aircraft was
originally AJ 37,
37 033, which was converted
into fotospanings- version.
Photo: Saab
Reconnaissance Viggen - SF / SH 37
S 37 was a reconnaissance system - a means of gathering
intelligence. The aircraft S 37 was in two versions - SH 37
and SF 37. H in SH stands for maritime surveillance. F SF
stands for photo reconnaissance. In each reconnaissance
division included both versions. In the air force began
retraining to S37 in 1976 with substantially personnel from
F 11. 1. div F 13 was added up on 1 October due 2. div C 17
1978 and 1. div F 21 1979th
SH 37 replaced primarily S 32C Lansen whose main task
was maritime surveillance. S 32 was a complete
surveillance aircraft with cameras for photo reconnaissance
at both low and high altitudes. Photo Reconnaissance
during darkness could be performed, but with photo bombs
and only from height - a passable from motverkanssyn-
angle method. Radar Reconnaissance could not be
implemented without a navigator who could photograph the
radar display or handplotta detected radar echoes on the
map. Fotospa- accession could, as far as the handling of
the cameras, performed without a navigator, but it
103
normal was that all missions were carried out with
complete crew. The cameras' input settings such as
exposure, aperture, frame rate and image motion
compensation (BIRK) was made by the driver with
respect to the light conditions and flight parameters.
Over- view camera, however, required preset on the
ground.
SF 37 substituting S 35E Dragon which was a
single-seat photo reconnaissance aircraft with cameras
for photographing at low and high altitude by day. S 35
could, in the latter part of their operational period even
carry a mörkerspa- accession capsule (MSK) for use at a
low height (<500 m). The main aim of MSK was to
extend photo day at dawn and dusk. The equipment
could also BE USED against well distinguishable targets
during darkness. The same MSK later used on S 37th
S 35 had automatic exposure control (AEK) affecting
the cameras aperture and shutter excluding detaljkame-

acids in höghöjdsalternativet who demanded RI dåbyte
on the ground to change the exposure time. BIRK setting
made by the driver.
The tactic for photo reconnaissance mission was high
speed and low altitude, or the shortest possible time at the
height of the target area, the task demanded it. The
fotospaningsmål who was present for the divisions that were
output based in southern Sweden was usually räckviddsmax
with little available combat reserve. This applied in particular S
35E of the hanged countermeasures got rid of one of the four
cases the tanks.
S 37 - a large boost for reconnaissance flight
Viggen was the first aircraft in Sweden and among the
first in the world that was equipped with a central
computer, CK 37. It was mainly CK 37 and its ability to
compile information, calculate the various parameters
and control features that made it possible to relieve the
driver and efficiently make use of the sensors in S 37. S
37 also had better range than its predecessors. When
flying on grundmo- tower could keep a good pace with
reasonable fuel consumption.
The S 37 passed reconnaissance plane from the era
'clock, compass and map "to" Navigational aids systems
and map ". At the mission's planning took driver out
coordinates in longitude
104
No less than six cameras were
in- lated in the nose of the SF
37. The entire nose cover
could be removed, but in the
daily The services ten needed
to access only the doors
opened. Photo: Niklas Knutzen
longitude and latitude of goals and markers. EF best
entry in the aircraft, it was possible to drive through the
programmed route and check the courses and distances.
During the flight, it was possible to perform so-called
brytpunktsfix and SH 37 also radarfix. It-take involved the
resetting of the resulting navigation error. Map of track
and amortization position markings was still a need for
reconnaissance missions.
In the head-up display presented speed- vector,
timeline, course and both radar altitude air data height.
When passing the inflection point was also turning
command to the next course. SI meant safety
improvement in all respects, but particularly in
low-altitude flight.
S 37 could have two missiles IR type for
self-defense. SH 37 could also shoot 04. S RB 37 was
thus the first beväpnde the reconnaissance aircraft
in air Force then
S 18. During an armed forces training in the early 1990s
took part S 37 for the first time in the fighter during a
major exercise. It was part of the prelude to the AJS 37th
S 37 could carry two capsules motme- part, strips and
IR flares in capsule KB and equipment for the disturbance
in the capsule KA / U22. The countermeasure system
also included radarvarnaren App 27. Radar detectors
were
Reconnaissance photo SF 37.
The photo shows the SF 37 F
13-02 and miscellaneous
klargörings- vehicle in the rear
clarification region at
Hultsfredsfestivalen base during
an exercise
, 1992.
Photo: 1.div. F 13
Also in S 29, S 32 and S 35 and the equipments and not
least improved presentation to the driver afterwards.
When radarvarnaren in S 37 indicated that the aircraft
was illuminated by any type of radar recorded the signals
received can App 48. The content in the App 48 could
then be evaluated on the ground. In certain frequencies
could be deduced carrier frequency, pulse repetition
frequency and antenna scan patterns. S 37 was
therefore certain signal intelligence capability.
When the driver using a sensor re- was registered in
the data camera (DKA). There were marked which sensor
was active, aerospace plane's geographical position as the
navigation system, course, speed, pitch and roll angle, and
the radar surveillance, state the measured radar echoes.
The idea of ​DKA was absolutely excellent. The equipment
is facilitated in a decisive way the assessment of the
reconnaissance mission. The only drawback was that the
recording was made on film that required development and
special equipment for evaluation.
105
S 37 had also a conventional tape recorders for recording
speech which the driver could register the data at such
reconnaissance eyes.
SF 37 had cameras for photo reconnaissance from
height alternate long distance during the day and from
low altitude during both daylight and darkness. At high
altitude / distance shooting used simultaneously
lodmonterade three cameras, two, 31 and a Should 24C
at 600 and 57 mm focal width. Should 31 photographed
details and should 24C took the view photos. At
låghöjdsfoto- graph ring by day one camera Should 24C
with 120 mm focal length. Of these, one directed to each
side and one forward.
At låghöjdsfotografering with SF 37 during twilight
used darkness reconnaissance capsule (MSK) left and
right. MSK left contained three cameras will be 34 to 75
mm focal length including two directed obliquely
downwards to each side and one was lodriktade. MSK
left also contained a lighting unit BXE 103 working

with infrared light. Because the goal to the right of the
aircraft was poorly illuminated due to the extra tank
shaded, equipped SF 37 even with a MSK right that
contained only BXE
103rd
A camera with the new technology used at low altitude
during both daylight and darkness where the infrared camera
VKA 702 in SF 37. IR technology was used to image the
target area.
Although SH 37 had some fotospaningsförmå- ga. SH 37
could be a MSK hand opening. It was identical to the
corresponding SF 37. Furthermore, the SH 37 is normally
equipped with a camera capsule in beam position to the right
of ex- tratanken. The capsule contained a forward-facing
camera with a 600 mm focal length, Shall 24D. The camera
body was from S 35E Lens was newly manufactured.
In the 1980s, modified four SH 37 to use the camera
CA
106
SF 37 F 13 at low level.
On the left side body bar
hangs a mörkerspanings-
capsule, MSK. Photo: Åke
Andersson
200. The camera had long focal length, 1610
etc., it was gyro-stabilized and photographed ferade
sideways through a mirror. CA 200 could perform either string
photo or tracking. It was programmed and controlled via the
CK 37. The camera was mounted in a capsule that carried
the additional tank space. Assignments genomför- des
always at high altitude and in rotation.
Unlike S 32C and partly S 35E needed no presets
Expo neringsvärden, frame rate or BIRK. In S 37 was
controlled with this automatic exposure control of
respective cam and via CK.
Mörkerspanings- capsule
In SF 37 could obtain taktikkom- command. The driver
MSK. In the front part was
entered in Photos from planned högfoto and photo height
Ka merorna mounted in the
and shooting distance in the scheduled distance photo. It middle electronics and the
was inscribed into the current målbrytpunkt. powerful The batteries that
supported flash units at the
rear.
During the flight was lit timeline of SI 40 seconds
before the resume point. absorption
 was made with 5g and the simultaneous operation of EBK
(zone 2 or 3 depending on the chosen photo height). Uptake
height to beam in neutral (became 60 degrees at the photo
height of 2000 m). Photo taken during the ascent. When the
height of the beam jumped down, rollade to the supine position,
treated with 2 g loading the beam was in neutral, the role of
right-side and the photo of the target, extinguishing the EBK
and sunset at low altitude.
The radar, PS-371, the SH 37 was designed primarily for
reconnaissance against targets on the surface but also had
some ability to scouting against air targets. The radar had
sector PPI with measurement regions 20, 40, 80 and 160 km
and also gets a B skopsmod with the measuring range + 15
- 5 km away from the outsourced circle cursor. When the
radar was opened started registrerkameran, RKA 40. This
photographed centralindika- tower (C) as long as the radar
was. At the infeed of a radar echo presented echo position
in longitude / latitude data indicator 2. This was specific to
the SH 37 and was positioned upper right of the instrument
panel. Echoes being measured positions was recorded also
"The tie" on the fuel in DKA.
gauge always showed
how much fuel is needed
With the experience gained, which was modified
to fly home.
radar surveillance function hindsight. Among other
Photo: T. Caspersson things, introduced the function
107
BOX, which meant that the navpanelen could enter long / lazy
corners of the PLA impregnated reconnaissance area. When
the radar was knocked to shown the recorded area of ​the CI. A
modification anywhere that facilitated implementation of
maritime surveillance. Another feature that was added was the
shadow that meant the driver could read the echoes being
measured position and course and speed of data indicator 2nd
Radar Shock meant homing at low altitude, the
planned location pitch of 500 to 1000 m, "the radar to"
some sweeps, selecting memory mode, turn to the
opposite course during recessing to the minimum height
for the autopilot in position altitude and then feeding the
echoes " peace and quiet". If the task was reporting in
the air was, however, still had to use speech channel
carrying to transmit the information.
A small detail, which was invaluable, was the fuel
gauge "tie". The tie gave con- tinuous information on the
amount of fuel required to reach the planned landing site
at the current speed and altitude. The tie was especially
valuable for maritime surveillance when it was difficult to
determine before the start time aerospace and fuel
consumption in the monitoring area.
Incident Preparedness reconnaissance
Incident Preparedness reconnaissance maintained 24
hours a day all year round. Standby time was one hour in
the office and two hours at other times. Preparedness
was used frequently by the respective military
commander (MB) ship identification and monitoring of the
activities that occurred at sea during the Cold War. The
operation was marked by realism and gave a lot of
experience and important information for the country's
defense.
SH 37 took readiness as the S 32C. Soon after the
shift was found that did not receive the same photo
results in identification with Lance. SH 37 had their
forward-facing camera should 24D. It was a good option
in the identification of ships at long distances but not to
obtain detailed information such as antenna equipment

and armament. If one were to take detaljbil- der of a ship
from the side, you had to fly than at low altitude across
the ship and pass at low altitude, which could be
perceived as provocative. SH 37 incidentbered-
properties had always MSK hanged to perform
identification in the dark. To improve access to detailed
photo during daylight modified a number of MSK for
better light function, but the result was still not
comparable to the S 32C was delivered. The solution
was to take the SF 37. At first only during office hours. In
this way ensured a good photo results. Eventually
comprised preparedness a rotating SH SF 37. This was
justified even by flight safety reasons, the Warsaw Pact
fighter began increasingly to the Swedish
reconnaissance.
Some memories of those who were with
Åke Olofsson, the former head of 1.div C 13: Water leaks in
Luleå water pipe. The entire town was without water. I was
on the F 21 for trial in early Spaningsviggens dressing
existence. We photographed the entire Luleå värmekame-
ran and became heroes in the papers because we found the
leak.
108
An SH 37 F 13 Woo a
west German destroyer.
Photo: Åke Andersson
After the murder of Olof Palme, we flew over Stockholm
and photographed. The aim was to possibly find the
murder weapon that could be thrown up on a roof. The
weapon still serves not found.
Early one Sunday morning alerted input
cidentberedskapen. There had been a storm during the night
and a fishing boat was missing southeast of Gotland. We had
received information on where the fisheries kebåten had
fished and sea rescue had calculated that the boat could be
deep in the southeast corner of the Baltic Sea. We divided
the search area.
The rescue helicopter from Visby had searched
during the night but did not have the ability to search the
entire southeastern Baltic Sea. Shortly after the start, I
could on my radar to measure the echoing around 10 mil
south of Hoburgen. The echo had no measurable speed.
Injuries since I have identified some common trade men
south of Gotland, I approached the tie-up echoes. I saw
immediately that it was a capsized fishing boat. No
people in sight. Galley was partly south Act and the mast
was broken. The boat had troli- gene turned around
several times during the storm but the bilge pump went
out and sprayed water
TEN. A 10-15 meter long rope hanging behind the boat.
There had probably liferaft rite vacuum attachment. I
reported directly to the sea rescue device which ordered
the rescue helicopter to start. It subsequently emerged
that a Russian merchant in the early morning had
dreamed up the fishing boat's empty life raft and reported
this to his own rescue. It took a few days before the
Swedish sea rescue was notified, but then it was at the
time. On board the fishing boat had been two adults and
two children. The children were with EF whereas they
were were off from school. Several fisheries kebåtar had
been in the area and fishing but went home due to bad
weather. Why this fishing boat stayed did not know.
Two aircraft S 37 from F div 1. 13 havsöver- watched
ostergotland and was approached by two Soviet fighter
aircraft. S 37: s were in protracted column. One fighter
plane flew into the water and broke down between the
Swedish reconnaissance aircraft. After this event had a
Soviet hunting severe limitations that allowed us to
operate in the area outside the Baltic region without being
disturbed.
In connection with the submarine incidents we ran
intermittently almost out of SH flight time. U 137 - the
deal was exciting, but for us
1. div F 13 was Harsfjarden incident was the most serious.
As I think I remember we flew with countermeasure pods
and crisp IR robotisation few workouts.
In the 1980s, the Soviet Union conducted several
large landing exercises. We ordered so we had to
"practice" against them during the shipping phase and
learned a lot about how we would behave if the attack
was directed against us. S 37 meant that during the late
1970s and throughout the 1980s was operationally
superior to the Soviet Union fighters. We were masters of
the Hill until the MiG-23 Flogger came.
Jan Andersson, former director of the first div C 13:
In the 1980s, occurred a number ubåtsinci- presidents
where reconnaissance flights were used around the clock
for days and weeks on end. During certain periods, we
monitored the sea
109
every two to four hours. Our task was to provide a basis
for operational managers for their assessment of possible
changes in the normal image on the sea. We delivered
progress reports and photos of identified dangerous
fabric during both daylight and darkness.
The most spectacular event of foreign submarines
was of course the U 137th
1. div F 13 maintained the incident preparedness when the
order came from the military commander of the southern
military region (MBS) to the root would start against the
Blekinge as a Soviet submarine was aground inside the
archipelago. We strongest started with a SH and SF 37.
Our task was to monitor the sea area south and southeast
of Blekinge in respect of operations that could be perceived
as a rescue attempt.
The root planned to low altitude when The proximity
made us Blekinge archipelago. We split up and I flew in the
SF 37 to U 137, while the driver of the SH 37 went out to
sea for radar reconnaissance.
I made a number of flybys and photographed U 137
at low altitude. Launching way, there were a number of
civilian aircraft that were circulating in the area around
the U 137, but they left when they met me. After photo-
tograferingen I flew out to sea. I took radio contact with
SH 37 and got the position on the three ships that sailed
in the column on a westerly course. I flew to the state
and made visual contact with the three ships. I pulled up
and flew parallel to the ship column from behind
låghöjdsfoto by side cameras as routine. The ship at the
back was of the Tracker. The middle was a small
transport ship and lead ship was a modern affirmative
owners of type Krivak. I started to photograph, but when I
passed the destroyer, it was not like it used to be with
staff on deck waved and watched. I was hit by an
unpleasant feeling when I saw that all the doors were
closed and no one was to be seen on deck. I konstaterde
that it probably was not so healthy to be as close as I
was. I perceived it as the destroyer was ready for
something more serious than I've seen at previous
meeting-ten. I took out enough distance and announce
37, the SH state. We sent reconnaissance report to the
sprinkler, canceled the mission and landed on the F 13.
playoff F 17 over the task.
In June each year, conducted WP a major naval
exercise. Exercise extent conditioned varied from year to
year, but in 1983 became ZAPAD, the exercise was called, a
comprehensive exercise involving the landing crafts and
protect ships and fighter planes in a coordinated exercise.
Through intelligence orientations inputs were transformed us
that something was going on. It began when we discovered
the ship echoes on the road inside the Gulf of Riga, and then
we started to follow the progress of the exercise.
The weather during the period was not the best with
low cloud bases and poor visibility the fog. It affected our
ability to identify the participating entities. Deposits
ledningsvis we were consequently only radarun- derlag
from the exercise. Above clouds flew their hunting
protection in a particular pattern similar to our jakts
standby modes. The exercise was followed over a
number of days with direction south towards the southern
Baltic coast. At some point eased the clouds and we got
hot the possibility to photograph and thereby identify the
participating vessels.
110
Similarly, followed NATO Rest of connections in the
Baltic and the North Sea. One such day exercise in the
Baltic Sea, which I remember as being different, was
when the battleship Idaho WWII participated with NATO
strike force.
Termination.
S 37 was a good and robust reconnaissance aircraft with
great technology and smart solutions. We flew experienced
a major step in devel- opment. SF 37 and SH 37 were
together a good flight systems, which during his lifetime
delivered numerous important intelligence to the
reconnaissance aviation stakeholders.
1993 initiated the modification of a speech AJ AN and S
AJS 37 to 37 with a view to achieving a more efficient
utilization of the various limits the version.
That after 14 years remember everything about S 37
was impossible. To boost the memory, I have had contact
with: Åke Olofsson, Jan Andersson, Rolf Danielsson, Lars
Sjoberg, Lars Moller, Sven-Bertil Loof and Kjell Nordstrom.
The mission is nearly
complete. An SF 37 just before
planting. Photo: Lars-Ake
Siggelin

Jerry Pousette, a major in the
Air Force. Having flown total of threat landscape changed, while giving us the ability to
500 hours over 4 mainly in J
35, JA 37 and JAS
39. Between 1990 and 2007
he was the test pilot of the
FC.
TU 37 YES F 13
1980. From left: Åke
Lindqvist, Per-Olof Eldh,
Berndt Weimer, Carsten
Aronsson,
Bo Andersson, Jerry
Pousette Per Ekeberga
grove, Kjell Ericsson, Jan
Agner. Photo: F 13
YES 37 in the Air Force
In the spring of 1980, we got the second division F13 in
Norrköping that we have long been waiting for,
Air Force's new fighter jet YES 37 "Hunting Viggen".
We waited was because many of us thought we stayed in
the development of hunting drivers with J 35 Draken. We
needed something new that had the ability to adapt as the
constantly evolve with the system. The Dragon was
required replacement of appliances to new features could
be added. Now would be sufficient to reprogram the
central computer to the new desired features would
become a reality.
After having completed two flying sessions in the
two-seater SK 37-ball we had to start flying YES 37.
passes in SK 37 felt more like a formality, since the
Viggen was much easier to fly than the Dragon. All
included in the first retraining had many years of
experience in operational flight of the Dragon. After four
to five flights passports in our new machine we were just
as operationally efficient in that we were the last pass of
the Dragon. It felt that built the system with experience
from J 35F. We had a
111
"Super thirty fifth". What we could do with the dragon, we could
immediately do with YES 37. Everything was simpler to
implement and with a considerably lower stress level.
The way we behave in the air was initially the same
as before. Tactical unit was rotated or group of Civil
visual the contact. It appeared early on that the airplane
had great potential, drivers became more efficient in JA
37 than in the Drakensberg, which meant that as a driver
could take on more and more tasks.
Arms
YES, which stands for hunting attack, was specially built for
fighting targets in the air. The A stands for attack thought
many of us would be written with small letters. This is
because we still generating had the same type of weapon
that the drag-ken when it came to ground capability: cannon
and rockets.
The load in our training mission was usually four RB
24J Sidewinder, two RB 71 skyflash and 120 shots
charged in Oerlikonkanonen.
It was not always we had hung the load physically but
well fictitious. The ability to hang robotisation fictitious the
aircraft made the realism of the exercises were very
good. The drivers were able to work with the system
exactly the same way as the real weapons throughout
AN case even firing without any real robot left the
aircraft.
RB 24J, with infrared homing device, we had with us
from the Dragon system. The difference now was that the
system introduced when skjutvillko- clean were met and the
missile could be fired. This is like a little, of many examples
of how the system from the start relieved the driver and
gave him more time for other assessments compared with
the Dragon.
RB 71 was a semi-active radar missile that required that
they had their radar directed towards the target during the
entire robot running time. Even so, it was probably the one
who in the beginning made the biggest difference in the
battle character. Unlike RB 24J could be used in all VA costs
and in almost all angles apart from the goal,
112
while we were able to keep us further from the goal than Hunting Viggen with RB 71
before. The robot also gave us the opportunity to shoot and RB 74. Photo: Åke
Andersson.
from a höjdö- Verlage which had not been possible before.
It was natural to try to determine the battle before the
targets discovered us visually, which was not very popular
with the divisions we samövade with. Frustration was
Naturally, the big target path when the target path after
fluorine had been provided, and the only thing they were
told was "The attack clearly new contact". They asked why
often ultimatum to participate in samövningar- na, namely,
that the assault would be continued into visual contact so
that a dogfight could be developed.
The gun and aiming system for this was a big boost.
The projectiles had after depreciation Fyring same speed
of 1 000 m as the initial speed was in the Dragon non Ka.
This resulted in improvements to the dogfight have the
opportunity to shoot at goal in all aspect angles, which in
turn led to many more occasions sheet while maintaining
SA-
The picture shows the theoretically
sound possible shooting range with
JA 37 / Oerlikon compared to an
aircraft armed with conventional
tional 30 mm akan, t. Ex. Aden.

With JA 37 was thus possible to

shoot from the front. Both the
JA 37 / Oerlikon
airplanes NEN flying at low
altitudes at high subsonic speeds.

Goal

JA 37 / Oerlikon

conventional akan

margin so to avoid collision with the target.
We also trained attack with long shooting distance, which
meant shooting distance of over 1200 meters in
bakifrånsektorn and three to four times as far from the front,
depending on the target's speed. The advantage of this was
that we could AN turning the gun against targets which were
equipped with defensive gun without themselves getting into
the danger zone. The warhead of the projectile was considered
so powerful that it was assumed that a single hit would
incapacitate an ordinary attack aircraft.
To carry out attack with the cannon on optimized by
advanced shooting distance as in live firing against vingmål
was so simple that the type of training usually carried out
with reservsiktes- systems.
System design
Based on the information we hunt pilots so far have been
exposed to the cabin
very well designed. With access to a number of
functions, "HOTAS" (Hands On Throttle And Stick), the
electronic The presentation together with the central
computer (which really was a second crew man) got the
job as a fighter pilot is easier than ever before. The only
steps backward was the operation of the autopilot that
was more difficult than the dragon and his status was not
as comfortable.
The electronic presentation consisted of the tactical
indicator (TI), siktlinjesindi- applicator (SI) and
målindikatorn (MI).
TI gave us good business environment perception.
There, presented a moving map with piling level information
such as own position with the momentum vector, own
breakpoints, battle management information about the target
position with the velocity vectors and danger areas, etc. It is
now looked at a påtag- way their situation in the world and
made this a good information base for quick decisions.

113
MI presented a clear digital B skops- radar. B-bucket
legacy of the 35-system is in my opinion a far superior
method of presentation when it comes to fighters and air
target presentation. The scale was in 1980 limited to 60
km which was 20 km further than 35F had. The
difference was that the radar had scope to see the full
range out to con- trast to previous systems.
In MI was also information from the combat lead in
the form of a circle of the radar echo hunt leader wanted
a attack. Målfart, target height, control command and
input formative text messages were also presented. This
information, we also had to drag kensystemet, but now it
could be presented to a driver more optimal way.
SI featured flight status information at all angles, thus
giving full control in lodlägena. It was particularly important
during heavy operation while at the same time would have a
visual check on other aircraft in the combat zone. There
were also some tactical information in the SI with target
identification, etc. SI can be compared to more modern
systems see Li Tet out. but the image presented in the glass
was greater than the pieces of glass in the windscreen gave
the impression. Leaned to his head a little to the left, you
could see more of the presentation to the right and vice
versa.
In total, the system's presentation surfaces a driver
for that time very good business environment perception
and the ability to retrieve information whenever he
needed. Information previously must keep in HU vudet
then to interpret the data from the instruments and
weapons control.
The radar led perhaps the greatest reduction in
stress levels because we now had the ability to lock and
shoot at targets that flew lower, without being disturbed
by ground clutter. When målförbanden flew at treetop
height could calmly follow the target with radar and
shooting radar missile from a safe height. Most times this
is applied, the target very small possibilities to discover
us. The radar also looked twice as far as the dragon
radar and had
114
opportunity to scout while tracking was going on.
The radar also changed our relationship to the battle
line. Earlier radarjakt- leader conducted leadership
virtually right up to the delivery of the robot. With JA 37
was lead until radar contact, then Item No. Røren
assumed responsibility for the approach to missile
delivery.
With the relatively large radarsökvolymen (by
contemporary standards) we saw the opportunity to use
the JA 37 to "gapfiller" thus to ensure radar coverage
where air surveillance had no radar coverage. Forms for
GE nomföra radar barrier web was developed and auto
autonomously conduct was born.
With the introduction of the JA 37 was also the end
of "fair chase essen". There was now no longer in
retrospect talk to him victories in air battles. The system
of EDU (education recorder) did that in retrospect could
see what had happened UN- der flight.
flight Performance
JA 37 was flight technical sharper than AJ 37 with a stronger
and considerably less pumpkäns- Resistant engine. It had
good top speed and acceleration, better than both the previous
and efterkom- upcoming hunting systems. Was reached with
ease Mach 1.2 at the lowest height. The deceleration that
appeared when you switched off the efterbrännkam- chamber
at maximum speed to the minimum height is difficult to
describe but felt to be enormous. In addition, the aircraft was
easily flown much, much easier to fly than the Dragon. This
can be ascribed to the digital control machine that came with
the fighter version of the Viggen.
Flight Performance was tested up to a few times a
week when it was most intense in the mid-1980s. We
took the opportunity namely often exploiting American
SR-71 Blackbird goal when they did their reconnaissance
company in the Baltic Sea. It also happened that one and
other so-called Soviet Professor sorsfartyg, as anchored
in our test area to listen to our operations, got a
demonstration of YES 37's sonic performance
Try different colors YES
37. The nearly white gill
was not the pilots. Photo:
John Dahlin
the lowest height. The result was usually that they left the
area.
Despite good acceleration performance and top
speed was not traditional dogfight YES 37's area. Turn
Performance was poorly League that it would engage in
melee, especially pronounced the lower the momentum
they had. Ideally, the battle to be settled before it was in
"close contact". Would you venture into the aircraft with
superior swing performance was important to maintain
momentum. We conducted the part flying sessions
where we would engage in dogfight at supersonic and
high subsonic speeds at low to medium altitude.
Remember these passports incredibly annoying because
the load most of the time was between six and seven
grams. Pas then carried out as tactical testing and before
the engine down-regulation.
Limit warning GVV gjor- those that we could listen to
when we were approaching the limit of stable or
maximum g-loading
115
by different tones could be heard in the headphones. It
was now easier to use the aircraft's turn performance in
full and the drivers were using this, when it came to
maneuvering ability, peer even at a higher level than the
Dragon Age.
A novelty for us fighter pilots was that JA 37 had
been equipped with a radar detector, probably the
simpler kind even at that time. The warning was
composed of one or more of the four lamps were lit at the
same time as a sound could be heard in the headphones.
They saw that it was lit, the lights entered from the
quadrant light occurred and with the help of tonsig-
margin could possibly determine what type of radar it
was.
Further development
During YES 37's operational time was modi- fications in
both software and hardware. With approximately
two-year intervals obtained new software to the aircraft.
Each updating contained amounts of the changes and
improvements in the system. Barely two years after the
first delivery we received the first delivery of new
software (ED 22). This was for us the di-
vision of an end to the continual renewal of the system.
Adaptations of features that met the threat and the driver's
demands began to be introduced. The ED 22 was the driver for
example the opportunity to put more information on the TI. He
was also possible accordingly to choose different radar search
program with automatic lock, depending on the situation.
1983 began the test with new variants of camouflage
paintings aircraft. The need had arisen against the
background of homing against an expected enemy GE
nomfördes from height superiority. The enemy would
then most likely see us with the sky as the background
why the green color that was inherited from the AJ 37
was too dark. Before the tests we got airplanes painted
in three variants of gray, one of them was almost white,
and would correspond sunlit clouds. The bright color was
something we hardly wanted to use operationally, but it
was nice and made good on the picture. The other colors
were dark and the Middle langråa. We concluded that an
essentially dark gray over the page with middle bottom,
fin and nose would fill our requirements. For some
reason valued land side objected to a medium gray fin
higher than ours to evade detection in the air. It was felt
that
116
fin appear too clear when the aircraft was lined up on the
war bases that were out in the woods, so even this had
the dark gray color.
Upon delivery of the ED 26, in 1985, obtained the
hunting link which meant that we could send the input
information to each other between the two aircraft. You
could see each other on the TI and which combat value of
rotated comrade had. Introduction of the link changes in
behavior significantly. Having previously flown with mutual
eye contact developed a performance as we called indirect
interaction. We were able to attack from different directions,
with different depths and distances within their own units,
and still have control over each other without information
from the battle line.
1986 introduced a ground collision warning
(MKV) which warned the driver of a risk of collision with
the ground was. A feature such as this would have saved
many pilots in the previous system and has certainly
contributed to help a lot of dangerous situations in JA
37th
The software was also an update that enabled radar
search leader to point out two more goals. For us, this
The ultimate goal ningens
means better control during the attack on execution Photo: Saab
e.g. any hunting escort in målförbandet up came at the same
time as the primary goal could be singled out.
RB 74 also introduced in connection with this update.
The robot resembled RB 24J but had better performance,
which in turn gave us more shooting opportunities.
In 1991 modified in some hardware "Modpaket C".
With this modification came SAD 30, which includes
contained additional målpre- representation of battle
management. Radarjaktle- Daren now had the opportunity
to point out five objectives for the fight. The radar was
upgraded to cope with tracking on two goals while
reconnaissance could be performed. We were given
hereby another better world view and an even better basis
for rapid decisions depending on the enemy's actions.
It was now as torches and strips were introduced to
YES 37. Earlier, AJ 37 and SF / SH 37 has been
equipped with this. Naturally, this would originally have
increased our chances for survival if we were BE- shot
by the robot.
Another interesting modification was carried out on
this occasion, air braking function was removed. The
reason for this was to release the air brake button to the
second, which we felt, important functions. Air brakes
had poor efficiency and the best way to quickly bring
down the speed was gasav- draw with simultaneous
increase of the angle of attack. Get aircraft struck Viggen
in the ability to reduce the speed through the stop rolls.
Despite very good sighting at akan- shooting ranged
firing results some of the best and worst drivers in the
divisions:. Medicine for this was "automatic matsiktning,"
which meant that they linked siktesberäkningarna to
control the machine that took over the fine control, the
drivers only have to rough aim at the target. The system
pre- firing results improved substantially for the co- and
re drivers for all contributed to reducing the workload
during siktesfasen.
Because the threat pointed out that most air battles
would occur over the sea and the threat from the ships on
the sea surface was imminent
117
spirit, expanded radar's ability to detect sea targets. The
function was developed in 1995 was a first edition that
only showed echoes, thus no speed and course were
presented to the pilot.
The idea was to present effort against lufmål sea
would make any sweeping over havsy- tan to get control
of any enemy naval vessels and thus be able to avoid
falling within the scope of their air defense. The function
was not developed further, but the idea was to give a
presentation of the air-tank threat TI.
Now also introduced a siktesberäkning the perfectly
matched shooting from a distance of arak, a function
previously produced for AJ 37. Feeling the shooting was
to nosläget can- des high and that the goal was hardly
visible. This feature was designed for use against
surface targets as air landing areas while we are in the
testing fired on board, hence the difficulty of seeing the
target.
Hunting link continued to develop and we had four
active members of the link from 1997. A group (four
aircraft) YES 37 in search effort that operated together
could be scattered in an area with an area of ​100 x 100
km. The requirements for enhanced training areas grew
increasingly larger.
Modpaket D
In 1998 came the first part of YES 37's "mid-life update"
(MLU), modpaket D. The purpose of the modification was
that in a good way to meet the increasingly modern the
airplanes concentration in our threat and give the driver
the opportunity to serve in an international environment.
A jumper with new buttons were on the throttle which
allowed HOTAS control of sturgeon capsule U95 and
some other valuable features.
Several buttons were also placed under MI, primarily
intended for functions that require direct access but not
as time critical threatened buttons.
A fictional robot, RB 99 (AMRAAM) tillför- des in the
software, this was very valuable as we already before we
could hang it in the workshop
ligheten was able to use it in our exercises. When the
robot was delivered later was the basis for the use and
utbildningsan- screenings already completed written.
Regarding the audio information from the aircraft to
the driver, it had so far rite vacuum in the form of
different sounds. Now obtained voice messages through
a feature dubbed "Lator" It warned of threats electricity
smile leveled the keystrokes etc. that information to the
driver. That it did not get hot "Prator", which it really was,
you know, only the most initiated.
The drivers could from now obtain both feet and
knots of metric units
118
electronic displays. The value of this can not be emphasized
enough because the interaction of different nationalities in
PFP exercises became more common.
With the expanded capabilities of the aircraft was
also required improved planeringsmöj- opportunities
which were met with the PLA. The planning and analysis
used by AJS 37 got new features designed for JA-37
system. We were now in a calmer environment in the
division filling data rod, through the PLA, with amounts of
data and then the aircraft easily transfer them to your Perhaps the most important
computer system. Without this system, we had to enter modification in the mode D, the
new färgin- indicator of the same
the data manually via the LCD panel on the aircraft
type that are currently sitting in
the JAS 39C.

Interference Capsule U95
"Shaft" could be worn by JA
37D and 37E SK.
Photo: Emil Lindberg
with a considerable time lag as a result. In extreme
cases, it could be an hour or two.
With mod D Stage 2 was completed YES 37 the MLU.
A new device for recording and downloading data
introduced, called a Data Transfer Unit (DTU), which latter
also introduced in the JAS 39C. It replaced the tapes which
until now has been used for recording the flight passes. A
GPS module supplemented navsystemet and gave it more
precise. From a driver's point of view, it was important
especially at AN faces of the link associated with målför-
sharing the attacks against several targets simultaneously.
We who were there when the Air Force still adjusting
was large and air force exercises contained amounts of
the aircraft, which had a need to be heard on the radio at
the same time, could easily see that the radio
modification of courage D Stage 2 was a necessity. In the
adaptation to international missions where many aircraft
while staying on the same radio frequency, we were back
in the same situation as before. A tvåradiosystem
introduced with the ability to send and receive at the
same time on two voice channels.
The most conspicuous and one of the main points
the modifications, the new 6x8-inch color display, which
was of the same type that currently sits in the JAS 39C. It
provided many new opportunities for presentation and
maneuvering of new features. It made its
119
except with the help of color former functions more
clearly. The color was not what was crucial to acquire
new indicator, it was the size.
It had in recent years become increasingly important
to get a good overview of a growing area as the own and
alien robots had a longer range. The function to be able
to scale the TI-map had been before but led to the large
number of symbols that could simultaneously Item No.
rekomma TI-picture became one porridge in shell
replacement. With a larger image was separation relation
between the different symbols in most cases completely
satisfactory.
Interference Capsule U95 gave us the opportunity to
work in the environment with greater threat than
Previously. It gave us the ability to electronically interfere
with the opponent while we acted aggressively. The U95
was also a radio darvarningsfunktion presented at TI. The
operation was a great boost in comparison to what we
had before.
The modifications carried out on the radio darn
throughout YES 37's active time was myck- et significant
and helped enormously drivers in the cabin. Since mod D
had low implemented e.g. radar detection against air
targets well in class with the JAS 39. The radar had also
got features that even today, in 2009 high class and
which are or will be available for several more years in
other systems.
YES 37 had the courage D and ED 36, the
operational last edition delivered
In 2001, one of the most modern systems in a slightly
aging platform. What is still missing was an
internationally viable identification system (NS / IFF).
The overall impression of the JA 37 is that the Armed
Forces have never had or will have an equally flexible
aircraft YES 37. An aircraft that was user-friendly, in
constant renewal and with great development potential.
That system had been able to go as far as it did was the
result of a unique way of working, and partly to skilled
people in 37 system from the Armed Forces, FMV and
Saab.
Incident Assignment with YES 37
YES 37 meant new opportunities for incident assignments.
YES 37 had good sonic performance and endurance. The
range was clearly better than J 35. YES 37's armament
systems management from the sprinkler had very good
performance and was rated as world leading. This was
tried during the incident contact the SR-71st It should be
added that a plurality of contacts also occurred with J 35 in
1980-1982.
Tactical testing YES 37 FC
TU YES 37 worked early on to develop assignment profiles
for JA 37 including the effort towards goal at the highest
level. Target types were MiG 25 Foxbat and SR 71st Both
types had Mach 3 performance at altitudes above 20 km.
The intention was to JA 37 would make a frontal
attack with management and control data from the
sprinkler. This meant that the PS-46 also had the support
of a sprinkler. Simulations were conducted in JA-SYSIM
Saab to develop beväp- system and tactics. We
conducted our exercises simulated disorder and the
simulator connected to the sprinkler. There was naturally
no opportunity to practice the target aircraft.
Our assessment was that YES 37 would attack so close
to the opposite course possible in framifrån- sector. The
required management or other indication of anflygande goal
to catch increase speed and altitude for armed intervention
in the RB 71st
YES 37 had good supersonic performance at this time. 8
000 m was carried out acceleration to Mach 1.35 in level
flight. The nose was then increased to three-five degrees
above the horizon pitch during acceleration to high altitude. It
was high Mach number while we remained in the altitude
envelope, which was a maximum of 16 000 meters when we
practiced.
SR-71 activity in the Baltic
USAF reconnaissance missions the SR-71 over the Baltic
Sea was known as the "Baltic Express". SR-71: s normally
came into the Baltic sea 21 through 500 m altitude, Codan,
about 80 km SO- der Copenhagen and then increased in
speed
120
to Mach 2.98 to 3.0. The flight then continued eastward
along the GDR and Poland's coasts and after left turn
north along the Baltic coast. This was followed by a left
turn that gave a flight path south of Åland and down over
Gotska lake and then point to the internationally airspace Per-Olof Eldhestar graduated
at Ljungbyhed 1971. Has
between Öland and Gotland. Initially, the SR-71 violated
been division manager at F
Södertörn its Mach 3-turn. Foreign Ministry protested
13, worked with the tactical
against this and SR-71 then dropped his speed to Mach testing of JA 37 and the JAS
2.54 in order to reduce the turning radius. Then 39 Gripen and been CJAS in
increased it again to Mach 3.0 on the way down the Headquarters. He is now a
consultant in the aviation
passage between Öland and Gotland. At fy- RA five
industry
occasions flew path corresponding to clockwise. In the
years 1977-1988 were a total of 322 flights in the Baltic
Sea.
Although Warsaw Pact air forces made efforts to
SR-71 with MiG 23 Flog- gives, I-25 Foxbat and Su-15
Flagon. According to Swedish estimates, these efforts
are less successful.
First incident action against SR-71
Simulator training was conducted on the F 13 to practice
both management personnel and pilots. Careful
management of the sprinkler was necessary that the attack
would be successful. All pilot lots were trained, they did not
know the pilot who was to become familiar to the target.
The first incident connected genomför- des October
26, 1982 with the root M 49 (Jan Angner, Ulf Johansson)
January Angner says:
"We did not have any extra time to get in position, but we
were led without margins. I got the lock on SR-71 in the
left turn north Gotland and I remember one was
surprised by the unusually long målfartvektorn of MI.
Target height was more than 20 000 m with speed Mach
2. Because of the large convergence speed between us
and the goal must supersonic ascent begins in the far
distance, longer than one would have judged necessary
if not exercised before.

A complacent Per-Olof
Eldhestar has just landed on
the F 13 June 24, 1980 with
the second division's first YES
37. Photo:
Arne Rydh, F 13
Seizure final phase passed quickly and became a clockwork
180 -anfall. The pitch increased suc- cesivt in an arc
upwards to maintain the target in the shooting conditions as
those presented in
MI. The goal disturb our radar, but the main- kept
locking. It began to creep into the body regarding the
continuation of the flight after firing when my nose
pointing upwards and very speed dropped. But to cancel
did not feel like a choice, now that we have the
opportunity to test our skills against the qualifying goal.
When I "fired" my RB 71 I looked up and saw a black
shadow pass right over me and back. A shadow was
there, some details did not appear.
Normally after the attack with RB 71 will fly to the radar
illumination is maintained against defects let the robot to
get there. I seem to remember that in this case I did not
have as big manövermöj- opportunities. I had to
concentrate on my walker aircraft infinitely slowly toward
the horizon in a kastparabel to get the nose down so that
the fly could increase again.
I think we afterwards on the ground in the evaluation
equipment UTB with rb simulation, felt that the attack we
have done enough, should be considered as successful.
But margins to succeed attack on the SR-71, JA 37 was
small: It required a careful balanced position, accurate
management and flight, and not least important, the goal
has not changed course in the least during the attack. "
The second connector, implemented on 1 November
1982 with the M68
121
Per-Olof Eldh says:
I found myself on Gotska lake when ordered incident effort
was abandoned. Management took place from rgc 01N
"Weasel" with spray data. Target data presented in MI and
TI. I sped to Mach 1.35 8 000 m and then raised in the
control vector si to 3-5 degrees, EBK with zone III maintained
throughout the process. RB 71 electoral des for a simulated
shots. YES 37 radarräck- width was 60 kilometers and TI
covering up to 80 km. PS-46 slave was to spray the data.
Target data showed that the target flying at a westerly
course Mach 2.54 21 500 m on large depreciation position. I got
a target south of the Åland Islands of Weasel and adopted
quickly that it could be a MiG-25 or SR-71st
The goal turned left and toward me. The speed
increased very rapidly when the angle approaching 180
degrees in front sector. Shower outlet Data circle of MI with
PS-46 lock icon indicating a target at the maximum
distance. I gave read command and PS-46 locked away.
The goal boarding began intense interference on my radar
but retained lock.
RB 71's skjutenvelop presented on the SI, MI and TI. I
conducted a simulated depreciation fyrning middle of
skjutenvelopen with a control error close to zero.
Approaching speed was about Mach 4.5 and
målutpekningen started increasing. I approached rapidly
highest height 16 000 m at supersonic speed.
I got a quick eye contact with ma- let - a SR-71 - that
was perceived as graphite when it passed 2-3000 m
above me. I started very cautiously to roll to bring down
the nose. The maximum height was approximately 18
500
m. Lowest speed was approximately Mach 1.35-1.45. When I came
into the envelope back below 16 000 m extinguished I ebk set
incrementally.
Once inside the second division F 13 for dressing
reporting etc. waited a telephone calls on me. It was
Colonel Carl Norberg at Air Force Headquarters at the
other end. He was well-informed about my incident
contact. It was a brief conversation I had solved the
problem, had been arming the system worked as planned
etc. The overall impression was that everything had
worked as expected.

UTB band were analyzed and were served
drivers in the second division and the tactical testing
(TU). Robot simulation was carried out for quick
evaluation and the attack was deemed successful. RUF
band with all data sent to specific analysis to FMV.
Insert with a trio of January 9, 1986
A trio YES 37 started from F 13 south to conduct training
contacts. Triplex consisted of the head of the second
divisional Commission, Per-Olof Eldhestar, and Roger
Möller and Ulf Johansson.
Right after the start had joint move to rgc 01S
"Stingrays" who initiated the combat leadership of the
group for incident effort toward a goal that was judged to
be an SR-71st
Triplex rose to 8000 m in the South-East Resistant
rate and then turn north from a location south of
Västervik. Splash-led with voice and data. Triplex had
hunting link within the dressing and grouped on column.
All three YES 37 held "attack" with simulated shots were
analyzed in UTB plant. The contact process started at
13:14 and was finished at 13:25 with a contact point 50
km west
122
Here was the SR-71, No.
964, when it took the
home on one engine.
Note the engine
torutloppen!
Visby. The goal flew 21 500 m Mach
2.9 and created interference against PS 46th YES The group had
been on time to increase the height and speed. When the team
leader and the runner crossed the goal was given the order to
proceed with maximum speed when the Mach number was about 2,
0th
Third place in the group was heard but not on the radio
dione why the commander asked, "what's up?". The answer
came, "I sail flying." Number three had raw cat out
högtemperaturstall. The engine had been pumping slightly,
engine temperature rose and OUTLET TEMP indicated. The
driver AGE conditioned right and hilly engine and then
restart the passage of 12 000 m. All three group had the
highest altitude of 18,000 m at stake.
Violation of Gotland, June 29, 1987
SR-71 No. 964 with Majors Duane Noll and Tom Vetri
had started on a reconnaissance mission over the
Barents Sea and then implement a "Baltic Express"
companies into the Baltic Sea.
On northerly course outside Baltic Mach 3.0 at
21,500 m perceived they Fig The force explosion in the
right engine.
engine failure appears to have occurred
at 14:53 when the aircraft was about
 90 km east of Holm Udden (Fåröns cheese tip). SR-71:
an then made a left turn steeper than normal and flew at
14:56 in the Faron. It continued during the height
reduction of Gotland on a southerly course and passed
Hoburgen at 15:03.
An F-13 rotation as practiced over Östergötland was in
and got up at 15:14 SR-71: an approximately 70 km east of
the southern tip of Öland. The contact lasted about five
minutes.
Incident report was drawn up at the second division
of F 13. The driver was Roger Moller and Krister Sjoberg.
Combat command was implemented from rgc 01S
"Stingrays". The target's height was 6000 meters and the
speed Mach 0.7. The minimum distance is set to 30
meters. SR-71: an had USAF nationality designation for
Your Body and the number 17964th The American driver
responded Swedes waving. Our drivers observed the
probable interference on their radar. Because the two
fredsövande rotation was brought no hand cameras.
Major Duane Noll later said that "That got the
attention of Swedes' and a pair of Viggen were on our
wing before we Reached 18,000 ft."
YES 37 vs SR 71st
Painting by Stefan
Lofgren.
123
Although incident alert root, based in Ängelholm was run
command considered to be offensive to the mixture. It was
the second division B 6, which started with a rotation AJ
37. Drivers were the head of the second division Lars-Erik
Sheet and Bo Ignell. F 6-root made contact with SR-71: an
15:23 at about 60 kilometers east of Bornholm broke and
waste Four minutes later when continued over Bornholm.
At low contact SR-71: an under continued height reduction
to 4000 meters and a speed of 450 km / h. SR-71: an had
then transponder 7700 which meant that it was in need.
Moreover, it was the SR-71 with numbering more 17964
which, at an earlier mission August 12, 1981, made an
emergency landing at Bodø after engine problems.
The American view of JA 37
The American view of JA 37 at the input to the SR-71 is
also described in the book "Lock heed Blackbird, Beyond
the Secret Mission": "The YES 37, if Carefully managed,
Could pro- vide the performance to reach within striking
range of An SR-71, the performance of its skyflash
missiles in such an engagement is open to question. "
Electronic warfare with SK 37E
During the Cold War, it was clear that our fighters, that
would be able to meet and shoot down attacking and
attacking bombers, were susceptible to electronic
interference directed against its own radar and radio. The
most important aspect at this time was that our pilots
would be able to manage their own radar and radio during
the disturbance and still manage to locate and fight the
attacking forces.
The background
1967 was formed Målflygdivisionen (MFD), to provide the
air force with the target aircraft to practice. Until 1971
flew MFD J 29 TUN nan. 1971-1972 replaced J 29
including six J F 32B from 15's målflyggrupp. Ytterliga- re
18 J lance 32B transferred to the MFD
1972. Of these 24 modified aircraft twelve to interfere
aircraft (J 32E) and six to målbogse- adjuster (J 32D).
The six original J 32B F 15 was allowed to keep his dual
instruction, they were mainly used as pure target aircraft
and for radiakinsamling.
124
When I started my flying career in aviation Force 1991
thus exercise interference against fighters and sprinkler
going on for about 20 years. It was a well-oiled
organization that provides each hunting division with
qualified targets and interference, at least two J 32E, Lars-Ake Siggelin. Started
his Stril Education in 1986,
weekly or twice a year. One such day week was flown
civil aviation training in
four sessions per day (six sessions the Tuesday it was
1989, navigator and
night operations) and two or three sessions interferes operator training
ombaseringsdagarna. 1991. Flew including the
MFD 1991-1997. Flew SK
37E that disturbs carrier
With the defense In 1996, pre- except F 5 and F 15,
1999-2007.
although the MFD to be closed, which meant that 32
system disappeared from the Air Force organization.
There remained then twelve fighter divisions, all in
different ways had been a continuing need to educate
and train the disorder.
In connection with the closing of the MFD had
headquarters (HQ) good conversion Duchy retaining the
Low level flight with SK
electronic warfare skills was through the creation of an
37E from F 21. Photo:
electronic warfare group based on the ore. Attempts to Lars-Ake Siggelin

On a day could be
instrumental panel in SK
37E shifted be- tween
conventional PA nel and
operatörspa- nel. Thus, the
same aircraft with simple
means used both for flight
training and electronic
warfare. Photo:
Lars-Ake Siggelin
finding a replacement for two-seat J 32E started
immediately. The candidates were each SK 60, SK 35C
and SK 37 SK 60 is at the AN number of occasions been
fitted with capsules, including for the disorder, but was
too slow. SK 35C was very crowded, there was virtually
no room for electronic warfare equipment.
SK 37 is SK 37E
Focus ended quickly SK 37 where both space for
additional equipment such as power to drive these were
available. Also, there were a legacy of countermeasures
capsules U22 / A and KB for the attack and spaningsvig-
walls. SK 37 was not equipped with the radar, so the
nose could assemble the single legacy J 32E, the
jammer G 24th
1999 modified the first of a total of ten 37 SK SK
37E. To reduce future maintenance costs modified the
ten who had a minimum running time. Saab GE
125
mented the first modification and produced a modification
kit imposed on the remaining aircraft for 14-15 weeks on
F 21 Lulea. Those modified SK 37E was 37807, -08, -09,
-10, -11, -13, -14, -15, -16 and -17, F 4 coded 70-79.
Because of cutbacks, scrapping plans etc. never came
all ten SK 37E will be available simultaneously. The first ( 37814)
went to the junkyard before the last left modification line!
On the outside there were only two things that
revealed an SK 37E. One was a VHF / UHF blade
antenna on the ridge of the flygra- dio (FR31) which was
in baksits for störo- peratören. The other was a yellow
line of nosradomen which was shown the "window" was
listed for reducing radome attenuation of interference
from G24. Constructing a new nosradom was very
expensive so this was the compromise that was chosen.
It would prove to be a good one, in measurements and
practical test against PS-870 and PS-860 the knowledge
no difference between G24 mounted in J 32E or 37E SK
labeled.
The introduction of the jammer U95 for X-band, SK
37E became the first opera tive combat aircraft in
Sweden with the color display in the cabin. Together with
the CU (Control Unit) and DU (display unit) received
system name Axle / U 95. The difference to U95 (flown
YES 37) was that axle / U95 could AGV is maneuvered
and updated by disturbs the operator. Two separate
buses 1553B-37E used for flight planning and evaluation,
etc., and for controlling the axle. This allowed Windows
NT could be used as the operating shaft, which
significantly reduced costs.
After the first tests of SK 37E FC, where among other
things, load configurations were tested, placed aircraft
and electronic warfare group F 4 Ostersund. It was
electronic warfare group ganged with CIS 37
(TypInflygningS- kede) in the second division, called TIS
/ TK Group.
The original plan was to divide the aerospace time at
SK 37 between exercise disorder and CIS flights. The
idea was that the Practicing units would come to F 4
störöv-
compounds. Continued cutbacks and delays in the
Gripen side made more pilots than expected got his CIS
on the aircraft 37, which meant that the exercise disorder
took a back seat. On the occasions air defense and navy
sought-after exercise disorder was conducted, however
this. Operations were close to the best trained units,
which made utebase- rings was carried out in
2000-2003, mainly due to Ronneby, Ängelholm, ore and
Halmstad. This was appreciated by us, which was
directly related to the business, then we got direct
feedback from our vapenbrö- der. We also learned how
important it was for their war mettle. Many saw it
unfortunately that unnecessary operations, it was
perceived that the flight time was taken from the "real"
war dressing production (ie YES 37).
2003 ended CIS 37. In this connection, transferred
all remaining 37E to the first division of F 21. Now would
37E operate in a pure electronic warfare role, but it was
not quite so when it also was used in the daily flight
service and in the education of GFSU students .
In conjunction with the move of the SK 37E to F 21
Lulea also ceased EW group. Only one large operator
placed on the F 21. The other was called in when
necessary. This was not an optimal solution, but a result
of, among other things reduced budget and electronic
warfare exercises had been removed from the basic
flygslagsut- formation of JA 37 (GFSU YES 37) a few
years earlier. Given these conditions, there was no need
for operators in the division full time.
In Swedish exercises have been bothering aircraft
always been associated with the B-side, ie fiendesi- day.
International normally practiced in the reverse manner,
i.e., interfering aircraft used to protect their own
connections (A side or blue side). Back home in Sweden
had many hard to see an "old SK 37E with little störutrust-
up" as an asset on the A side, interference came always
from the B-side. This became clear when the we attended
NOAM (Nordic Air Meet) 2004 blue page. The Swedish
escort quest that would protect the entire joint attack
126
forgot about the two 37E covering återflyg- consumption by
interference. Two lonely and untreated armed 37E gave
the iron homeward closely pursued by several enemy
fighters. In my airplane stopped U95 capsule to finish the
work, but we were not last. Enemy Hunt tried to access the
last 37E with a radar missile. Immediately after landing told
my colleague that they had flown as fast as they could and
that he had overthrown backward as long as it went,
unsure whether they had "survived" or not. At Community
nomgången after the session it was clear that we had
passed both of us, the race said they could not shoot when
the target had maneuvered too much. I and my colleague
interfere looked pleased at each other, we knew that the
"operation" they had seen was the disturbance we
programmed U95 with. Upon completion by the mission
emphasized the Danish Mission Comman- dern how
escorted hunting to manage HVAA (High Value Asset
Airborne), that our 37E. "You have to protect the whole
package, especially the HVAA's, you just do not leave".
ELITE 03-05
Early summer 2003, 37E to show the front feet
internationally. Already in 2002, the German Air Force
asked whether SK 37E or EW Viggen (Electronic War-
fare), as it came to be known internationally, were able to
participate in the large electronic warfare exercise ELITE
(Electronic Live Training Exercise) in southern Germany.
ELITE one since 1995 an annual SEAD (Suppression of
Enemy Air Defenses), an electronic warfare exercise. Over
70's aircraft and a large number of air-tank systems from
all over Europe and the United States participates. The
exercise carried out as duel between flights (SEAD / EW)
and air defense. In order to give all participants the
maximum benefit of the exercise carried out two sessions
a day with detailed evaluation of any involvement between
the air and air defense.
At 37E first appearance in the ELITE 2003 came
surprisingly little feedback from the anti-aircraft units the
first week steam only our fault. Word of mouth we heard
that Sweden was called "terrorists". some cause for
concern
Compression moment for written, we wondered if it was good or bad ... It would
rotating the runner-up. Photo:
appear that it was good, the meaning was the fact: "The
Swedish terrorist - they challenge xxxx 1 everytime ... ". It
Lars-Ake Siggelin
was a review of the effect we achieved with Swedish
skills and 37E to the technologically advanced air
defense. Since it is relatively easy it was established that
it is not handled very many missiles during the times we
were in the air with interference, gave it a premonition of
what was going on. During the second week was
re-feeding clearly improved, and when it emerged that air
defense had problems with interference from 37E. On
the daily video debriefing why it was said on several
occasions things; "... SPIDER might be a problem ..."; "...
SPIDER might be a big problem ..." and "HEAVY
compared MING FROM SPIDER ...". SPIDER was 37E
common call signal (call sign) during exercise. As an
example, at one point had an air defense system fired
134 missiles during the afternoon passed, but no
missiles were fired at all during the time 37E conducted
interference.
Even modern hunting radar systems had production
1 Other armed forces
problems with the noise we could perform. At one point,
not be disclosed.
a rotation 37E Together
127
together with a rotating British EF 3B Tornado escort a
seizure companies, consisting of four IDS Tornado, four
ECR Tornado and two Mirage 2000 of hunting protected
area. The only thing that had any hunting armament in
our dressing was the two British EF-3B Tornado had four
ASRAAM (korträckviddig IR Robot) per aircraft. Our
resistance consisted of four modern fighter aircraft 16
equipped with long-range radar AMRAAM missiles and
eight IR Sidewinder missiles.
It was no good conditions for our survival was
related. Per Nilsson, dåvaran- the division manager of
first division F
21, came to me and asked what we could do to still
succeed. After a moment's deliberation was a simple but
robust plan ahead. Our plan was to use the disorder
difficult or impossible for the enemy fighter aircraft to
shoot their AMRAAM ro cures. At the same time, we had
the good frequency vensplanering made sure not to
disturb "our" EF-3B's radar frequencies. It would even
the odds a little bit and give our EF 3B Tornados a better
chance in a visual engagement. The plan turned out to
be just fine; our verkansförband could sneak through
without

of treatments and only a control each with a Sidewinder
and ASRAAM could definitively stated between EF-3B and
enemy hunting. After the mission was held a couple
videodebriefingar and then said Britons among others
following: "Thanks to the Excellent Comparative ming from
the Swedish Viggen We were able to engage the enemy,
armed with 16 AMRAAMS,
and be able to protect the package armed only with 8
ASRAAMS ".
In the following years, exercises increased our
commitment and the ELITE 2005, I SEAD commander
for several flying sessions. It was rewarding to work with
the non-Swedish'll SEAD resources to develop a
"mission plan" and that these passports were very
successful from an electronic warfare perspective. Most
had been practicing realized that the chance to survive
was bigger with SK 37E with SEAD units with signal
search robots than with SEAD dressing with just the
signal search robots.
An interesting experience ELITE was the importance
of crew coordination. We Operat- work operators were
used to the "division of labor" be- tween the pilot and the
operator / navigator from both Lans Time and Light Attack
(SK 60). There it was also natural to implement all
aviation company plans with several units
128
Testing of strip loosestrife
precipitation and precipitation
from SK 37E at F 4 Ostersund.
Photo: Lars-Ake The signal
gelin
together with the entire crew (pilot lots and operators).
The tradition was not in the younger pilots we flew with,
who were not trained tvåbesättningssystem.
Our participation in the ELITE exercise attracted
considerable attention abroad, but also in the Swedish
political level. The following was written in the Budget
2004:
"The last school aircraft SK 37 have been transferred
to electronic warfare function and pilots and interferes
operators retrained. Electronic warfare dressing has a
good effect participated in the exercise Elite in Germany
where dressing well able to compete with the other
participating units. "To cite an individual
accomplishments were connected in this way in this type
of document is not directly usual.
Before 37E disappeared, I had time even become BE-
shot from a sharp Hawk robot thesis was subjected to
interference. It was during a test at Vidsel firing range with a
modified Italian Hawk robot that would be disturbed when it
was shot at us.
It was a very successful test with happy Italians and
probably even more pleased FMV are the results. It may
be mentioned that of course we were outside the robot's
theoretical range and that it was destroyed long before it
could reach the maximum range. But
Remsfällning from the
capsule KB.
Photo: Lars-Ake The signal
gelin

to sit in an aircraft that is shot at and receive radar
warning and see the disorder go running is interesting ...
After 37 -epoken was out of the Air Force were two
37E of the FMV Test, FC Malmen in Linköping. The hope
was that it would lead to more electronic warfare-related
activities for our operators. The result was most pure
systematic
temutprovningar FMV ran with its own staff. First spring
2007, before the last 37E left FMV Test we came bothers
operators will again operate 37E in a more tactical role.
These flights gave a lot of good experiences that are
managed and gradually is transferred to the Gripen
Systeme.

Rotest4art a hazy winter

day.
Photo: Lars-Ake The signal
gelin

129
Viggen threat
When the aircraft 35 projects were the years around 1950
there was no threat analyzes similar to those that were
developed later. It had a general idea of ​a bomber shot of
about Mach 0.9 to about 10 000 m.
This view was shared by many other countries and
deepened by the so-called Intercept studies within the
former Royal Swedish Flygförvalt- opening (KFF). In
parallel, built a small unit for usage analysis up at Saab.
The resulting aircraft, J 35 Draken, was quite right in time
to the late 1950s and was able, through its development
potential, also adapted to the gradually changing threat
landscape, which includes require greater performance
at low altitude.
The Soviet combat power development in our region
with eg Baltic Fleet with its related flight, as well as in the
Baltic states, East Germany and Poland based flygstrids-
forces, demanded greater attention. Technological
developments in the airfield, weapons and electronics
fields enabled the Swedish design of a new unit system,
System
37 where a single platform would be used for a plurality
of mission types. The period from hotsynpunkt must be
surveyed was from about 1970 until around the turn of
the century.
Hotutvecklingen
The assault cases specifically studied was the landing of
enemy troops by sea and air. These operations were
assessed need protection from naval units, air defense
and air. The attack aircraft of our own development, the
(AJ 37) must therefore be deployed against
överskeppnings- and departure of businesses and
thereby evade combat by foreign air defense and fighter.
They own efforts demanded låghöjdsuppträdande,
at-attack long-range weapons and well-weighted
depreciation countermeasures efforts.
In the prospective attacker was a large part weapon
that we have to take into account and
130
therefore special study. These included e.g. eldrörs-
pads type ZSU-23, Air Defense Type SA-N-4 with fire
control radar POP GROUP, and hunting aircraft types
MiG-23 and Su-15 with associated hunting missile. Our
geographical location at the intersection of the Warsaw Jerk Fehling, Royal Institute
of Technology Flights
Pact (WP) and NATO also meant that the WP-dressing
1959. Where 1962 to 1997
we could possibly face had the character of "elite".
director of the technical
intelligence in the KFF /
FMV-F.
Own intelligence and hotprog- nosticering
In principle there were two threats which are continuously updated:
Attackeskaderns (E 1) threat (especially for the attack and spaningsfly- get),
and TTHJ (technical / tactical threat of fighter). Both were built up using the
processed substrate from our flygunder- correction operations, that special
personnel from Defense Headquarters (FST), Air Force Headquarters (FS),
Defense Radio Center (FRA), Defense Research Establishment (FOA) and
FMV main section Materiel (FMV-F) . The staff had daily encounter with the
threat situation, and follow-up lasted virtually around the clock. Reports of
the incident preparedness with the associated images, and the parallel
received intelligence radar and signal data supplied continuously to the air
unit at Fst / OP5. Meanwhile, continued technological machining operations
of the information at FMV-F and FOA. The total of the authorities
INVOLVED staff was not more than about 30, some of whom had special
key functions. Everyone knew each other and each other's skills very well.
Our geographical location where Furthermore, except such that we almost
always first of all outside the WP could get some of the latest news in the
WP's materiel and taktikut- development. Through the technical expertise
that the intelligence staff had close asset to (a strong air force and a
prominent aerospace, electronics and weapons) could our flight intelligence
developed very positively. Our geographical location where Furthermore,
except such that we almost always first of all outside the WP could get
some of the latest news in the WP's materiel and taktikut- development.
Through the technical expertise that the intelligence staff had close asset to
(a strong air force and a prominent aerospace, electronics and weapons)
could our flight intelligence developed very positively. Our geographical
location where Furthermore, except such that we almost always first of all
outside the WP could get some of the latest news in the WP's materiel and
taktikut- development. Through the technical expertise that the intelligence
staff had close asset to (a strong air force and a prominent aerospace,
electronics and weapons) could our flight intelligence developed very
positively.
MiG-23 Flogger was a
direct's equivalent to the
Viggen. The aircraft had
known variable vane
geometry for good
lågfartspres- tanda. The
principle was also applied to
the US F-14 and F-111 and
later the European MRCA
Tornado.

Photo: Air Force Headquarters

In 1967 air defense investigations (LFU-67) investigated
the future balance between fighters and air defense units
and marked the start of YES 37 and RBS 70. It was then
forecasting attack air threat to our country in the
mid-1980s, that a forecast ticeringstid about 20 year (!).
Our aptitude-testing derrättelsetjänst managed the feat
by studying, among other things nedskjutningar of US
attack aircraft in the Vietnam War years around 1970,
and hypotheses about the Soviet aviation development
and materials research efforts forecasting
antisera a hotflygplan who came very close to conform to
the Su-24 Fencer, which then was the Soviet attack
plane in the Baltics about the same time as JA 37 was in
service at the Swedish hunting units.
The years 1959-1964 were the KFF no official project
(the concept was still relatively unknown), but the
management of 37 project was totally informal and
exercised in practice by the head of aircraft division,
Colonel Åke Sundén and his immediate staff and
employees. On a request from the senior staffs how to
anticipate threats

131
image towards a system which would have a lifespan of
over 30 years, said Sunde'n that no one could foresee
such a long period of time, but we could use the physical
prerequisites are as far as it was at all possible, "the
aircraft with high speed and long range can carry a large
weapons load under enemy radar horizon, will be
modern for many years to come. "

Comparison between the Viggen and MiG-23/27

A technical-tactical comparison between the systems 37

and MiG-23/27 was made in the late 1970s by övlt Åke
Lindkvist, previously di- vision head 17 at F and
subsequently employed by Saab. The comparison was
not easy to do
because systems differences and different extent over
time. The two types of aircraft came into service around
the same time, but while we in Sweden built the attack
version first, the Russians began hunting version and had armament systems that were not on the same level POP GROUP, fire control
radar for SA-N-4, the
completed this soon with an attack version which came as the Viggen. No definitive "victory" in a possible duel
most important shipborne
to be produced place in parallel. Total production in the failed to point out, the result was too dependent on the
lvrb-threat AJ 37 / 37.
Soviet approximately 6000 aircraft MiG-23/27, and preliminary current tactical situation, combat Photo: FMV
licensed production continued until the 1990s. In management,
Sweden, where the 37 series significantly shorter. driver education, etc.
The investigation made great use of the air force under
the tactical training of 37 -piloterna.
Generally speaking, the MiG-23/27 was the flight to
performance slightly sharper, but

Su-24 Fencer, attack and

reconnaissance aircraft, the
"logical adversary" to YES
37. Photo: FMV

132

Sune Andersson, Master
of Electrical Engineering,
Chalmers 1964 when he
started the test
department at Saab.
Each office electronics
and later host of the FPL
37 until 1995. After that,
inter alia, the host of
unmanned vehicles.
Viggen and flight safety
There are many causes of accidents involving aircraft:
mechanical failure, navigational errors, villas (when the pilot
mistakenly sure that the instruments do not give the right
information), poor flight characteristics or simply incorrect
prioritization. Improvements have been made, and takes
place in all areas. Rescue systems have also become much
more reliable and saves many pilots, if they are forced to
leave the aircraft.
As the avionics systems become more sophisticated,
they can present better information about the aircraft's
altitude, attitude and position of the pilot. The possibility
that when ordering the court to warn the pilot of a
dangerous situation has improved considerably. This,
together with a changed attitude to risk of pilots, has
made accidents involving fatalities pilots are rare.
fewer flight hours on the joints, but most of all for
contributing technical improvements, changes in
procedures and a change in attitude to flight safety
operations within the Air Force. It dealt primarily technical
improvements.
Flight safety work was very much facilitated by the
Air Force's unique reporting, DIDAS, where pilots,
ground crew, dispatchers and others can report mistakes
and incidents. This report, which is also available to the
industry, can provide an early indication of bad weather
and poor technical solutions and potentially dangerous
procedures. Reporting has also been improved thanks to
the two digital reg- reringsutrustningarna, RUF and UTB,
which was introduced by JA 37th

Breakdowns in the Air Force with Saab's fighter aircraft AJ / S 37 Viggen

Aviation safety statistics for
Saab's military aircraft.
Frequency refers to incidents
per 100,000 flight hours.
The table below shows how air safety been improved for
Saab fighter from B 17 onwards, J 21R with the highest
accident aircraft. J 21 together with B 17 and B 18 was
constructed during World War II and was discontinued
before all in 1960.
From 1980 to 2005, there were 55 havrier the 20
pilots were killed (of these, eight aircraft and three pilots
in the 1990s, but none in 2000-2004). Part of the
improvement is due to be produced
AJ / S 37 was designed for a man crew and for starting
and landing on runways with only 500 m length. To meet
this challenge, which affected the aircraft's design to a
large extent, introduced several new systems that
improve aviation safety, such as -up display, Si; cruise
control, AFK; and a new precision landing system, TILS.
Viggen very good flight characteristics in lågfartsområ- it
facilitated the course.

breakdowns Fatal flight hours In op. service

Total Total Frequency Frequency 1 000 speech

B 17 51 29 55 32 173 1942-54
B18 44 28 64 40 160 1943-59
21 J / R 64 48 33 25 133 1945-57
FPL 29 190 28 98 15 675 1952-76
Fpl 32 117 19 92 15 615 1954-78
Fpl 35 120 16 39 5 754 1960-99
AJ / S / SK 37 36 10 17 5 361 1971-06
YES 37 13 5 2 1 253 1979-05

133
Much effort was spent on designing the presentation of
the new head-up display and the pilots experienced
presentation as easy to interpret. The facilitated low
flying and improved safety. But when the pilot looked
down to study the radar, to find its target or update the
navigation system, was his ability to monitor altitude
impaired. A låghöjdsvarning therefore introduced at an
early stage in order to solve this problem. The warning
was given by a blinkan- the red light, located right on the
edge of the radar display, if the current sinking rate
would result in a negative height (ground collision) within
seven seconds.
The system provided an early warning of moderate
league descent speeds, but was not enough to steeper
dykvinklar. The warning was only activated by radar
spaningsmod and was disconnected when it was turned
off so as not to unnecessarily "disturb" the pilot. Because
radio darn gives the opponent an early indication that
"the aircraft will", so be it, and thus also
låghöjdsvarningen off larger de- margin of flying time.
After an incident, when an airplane wing tip dipped in
water at evasive action by an attack with RB 99 Maveric,
introduced an improved algorithm for initiation of low
altitude warning. The correct algorithm was limited to
99-m RB side and warning was given through blinking
indicator ,.
Accident Statistics and Analysis
Despite hopes for improved flight safety certainty
wrecked nine series aircraft and two pilots were killed in
the first five years, EF best dressing introduction. This
was myck- et high figures given the low number of
accumulated flight hours. The accidents input kluderade
the three aircraft, which broke apart in the air in
connection with the crimes of the spar. In another
accident killed the pilot, the aircraft during approach to
landing hit the ground a few hundred meters before the
runway threshold. The approach as was done with an
unusually heavy airplane resulting in lower speed and
thus an aerodynamic
134
thermally resistance, which grew faster than the engine
thrust could compensate. Outer more 14 planes and
seven pilots were lost during the following five years.
Five of the accidents can be represented as CFIT
Controlled Flight Into Terrain, i.e. an aircraft collides with
the ground without technical fault on the aircraft or the
pilot has been unable to fly.
At one of these two aircraft accidents collided with
the ground during an exercise in of- flight ancerad
rotated in the dark. Aircraft computers had good
information about the airplanes antenna height, dive
angle and speed, and would have been able to warn
pilots. The warning system was disconnected because
the radar was not on. The warning would also have come
to my late with the overly simple algorithm used.
Studies of accidents and measures to increase
safety were initiated in the early 1980's. One result was a
review of the three-axis flight mode indicator, which is the
pilots's most important source to control the aircraft's
attitude. No previous studies on flight mode indicator of
the exact design found, either military or civilian, why a
test session in the simulator started. Latorns simulated
flight mode indicator fitted with a disc, which concealed
the globe.
When the samples were set different pitch and roll
angles, the disc was removed, and the time for the pilot
to come to horizontal flight was measured. There was
also doubt about the correct action or if the pilot switched
control command.
The embodiment was significantly best test values
​were provided with light blue top with discrete lat / long
markings and had a black bottom portion with white
triangles which symbolize the ground. All attitydindi-
indicators in the Viggen aircraft, including spare horizons,
modified with respect to the results achieved.
Analysis of the early breakdowns also had a
significant impact on the ongoing development of parallel
Hunting Viggen, YES 37th
 YES 37
JA 37 was an avionic differed significantly from the
previous versions. The main equipments were
completely digital. Changes in important functions could
be done through software changes without costly
changes to the aircraft equipment or management
ningsnät.
A flight safety significant change was the introduction
of a small "electronically organ" in the radio system, with
four tones;
400, 900, 1 500 and 3 100 Hz controlled from the central
computer. For the first time in Vig-
Flyglägesindika- tractor
placement on the
instrument panel's left
side.
Flyglägesindikatorns central
part of the globe.
135
genome project could attract the pilot's attention
regardless of external ljusför- holding and regardless of
what the pilot directed his gaze at. The purpose of this
audioindi- kering was to inform about some systemvar-
connections or that new message received from the
battle line.
The aforementioned accident during landing of an AJ
37 led to measures to prevent accidents due to the low
rate has- priority. All versions of Viggen has a sort of
"stick shaker", which warns the pilot of the aircraft's angle
of attack is too high (the speed is too low), but it was
apparently not sufficient.
The solution was to utilize "elorgeln" to give the pilot
information about his approaching the limit of the angle
of attack and g-load, in two stages, with two different
frequencies, and then an even higher one if the limit was
exceeded. This was a great help in aerial combat and on
landing. Warning- one of exceedance activated
also at low altitude, if available traction, but EBK, was not
enough to provide sufficient AC to the acceleration to a safe
go-around.
Warning of the risk of ground collision
The YES 37 pilot devoted much time and capacity capacity
for early identification of enemy aircraft on the radar indicator,
MI. Already in the early 1970s began studies in one of
relatively simple simulator, how YES 37's three electronic
indicators could best be utilized. The provfly- owners who
participated in the development found that they had trouble
keeping the height, then they flew manually during
simultaneous radar reconnaissance. The introduction of a
"ground symbol", which moved up on the radar display when
the altitude dropped, solved the most problems.
This presentation could not, just as altitude warning
AJ / S 37, helping pilots ten if he was looking out of the
cockpit and had a steep dive angle. Proposal to develop
a warning system against ground collision (MKV, Ground
Collision Warning), declined, however, from the pilot
hold, and not until 1982 Saab received permission from
FMV to use part of typservicebeställ- solution to begin
trials of a MKV.
The goal of the MKV was to alert the pilot Loten risk
of ground collision. MKV would always be plugged in,
have a realistic response time and not give warnings that
the pilot could see as unjustified. The warning would be
given both audibly and visually display both the SI and
MI, on which the directional pilot would take up the
aircraft. No distinction would be made between
instrument or visual flight.
After successful simulator tests flygutprova- des MKV
later in 1985. The tests showed that the pilots'
self-preservation made it difficult for them to the tests
keep constant dive angle until the warning was obtained.
In normal flight, even in good weather, the pilots would
thus not be disturbed by warnings. Since the test pilots
during the tests was prepared to receive the warning and
had a very short response time, they had good margins
at the lowest point. The next step was to evaluate the
warning system at a normal flygvapendivi-
136
sion to confirm that they have not suffered premature or
false warnings. After a few months, the common
perception device on the division of the warning system
would be introduced in the operational computer program
system for all YES 37 as soon as possible.
In total, the two pilots perished at HA verier with JA
37, both after the introduction of MKV in the middle of
1986. At the first casualty fell pilot over mountain terrain
with no external visibility, then meet rising terrain, which
provided for a fast response. The warning in this case
was based on data from the radar altimeter, EF tersom
Viggen lack forward looking radar to detect obstacles.
Operating datorpro- program later modified so that the
pilot could define a minimum level warning for the
mission. The second casualty happened pilot Loten
apparently out for a so-called GLOC,
i.e. unconsciousness after a substantial strain-G. The
weather at the time was clear and the warning system
worked as intended.
In 1992 came the first clear case where MKV saved
the life of a pilot, who believed that the autopilot kept the
altitude and course. The pilot, who flew in clouds, had a
25-degree angle dykvin- and more than 90 degree roll
angle when the alert was triggered. The pilot responded
correctly and performed the recording, still without land
run. Data records in the airplanes net showed a radar
altitude of 222 m at the lowest point during the climb.
Conservatively estimated the MKV saved another
three - five pilots and aircraft. It is also shown in the
table. The frequency of fatalities pilots is more than five
times higher in the older versions of Viggen.
Summary
The table below lists all accidents Viggen. "Engine / fire"
includes motor Thu peak, blocked air intake and fuel
fires. It is clear that this type of accident does not pose
any greater risk to the pilot thanks to a reliable rescue
system. In the collisions between aircraft in the air is
likely sheer luck that only two pilots were killed.
airplane.

the place they sat in the

crash, laid out in a hangar at

Much work has been done to find technical solutions that command and take up the aircraft. One way such a system
can prevent further failures. Unfortunately stressed Air could have prevented the GLOC- crash, which occurred with

accident. Wreckage after a

Force Headquarters introduction of audio warning, and
thus the introduction of MKV, in the upgrades AJ / s
conducted during the early 1990s, although Safety Board
recommendations.
GLOC and a landing
A fully automatic prevent the windows from the
ground collision, auto-GCA, was tested in an F-16
aircraft in 1999. This was a cooperation between the
Swedish and US air forces, Saab and Lockheed Martin
collision at high speed, a
to demonstrate the possibility to prevent CFIT accidents
by to disconnect the pilot and allow the controller to take
over
hunting Viggen. (Several cases of GLOC has occurred with
the Viggen, but in these cases the pilot regained
consciousness before any accident occurred.). Despite the
successful tests, the system has not been introduced either
in Sweden or in America.
Today, accidents involving Swedish military aircraft
very unusual. The failure rate of the airplane systems has
decreased, and the pilot loternas confidence avionics
systems has meant that they can make use of the aircraft
and weapons system capabilities optimally.

"Other" includes a bird

Breakdowns Fatal Note

AJ / S / SK YES AJ / S / SK YES

37 Vig- gene in 1971 - 2004.

CFIT 13 1 13 1

Engine / Fire 11 3 0 0

Collision between fpl 4 6 2 0 5 collisions / 10 fpl

Accident Causes for aircraft Wing spar Crime 3 0 0 0

Super Stable 1 1 0 0

Other 4 2 2 1

Total amount 36 13 7 2

137
Breakdown of 37001
The accident with AJ 37001 occurred on Tuesday,
September 14, 1971. I had just come home from Edwards,
USAF Flight Test Center in California, where I flew F-111
when I learned that the French air force chief would visit
Test Center (FC), where I served as test pilots.
I was given the task to make a presentation of Tufted
system for general and an aerial display. Since I have
been away for a while from 37
-flight, I needed training flygupp- display. The only
available plane for my training and air show was
37001, recently delivered from Saab .. In the same week
also planned a film about Tufted system when now
started serial deliveries. The film would, as far as I
remember, called "The Viggen Support". When needed
elements of both flight and ground handling of aircraft
BE were determined that I would combine my training for
the visit to also make some ground and air operations for
the filmmakers, who had two camera crews.
The first flight, I started to get up to altitude and
conduct advanced flight training. I also flew through
138
my demonstration programs before I re- turned to the ore
and landed with a routine reversal. Part of this was
filmed. Before the end of the day we had a new review
with the filmmakers about their special wishes for the
next day's flight.
Lars "Nappe" Bandling began in
the Air Force in 1957, field aviator
The second sortie would include continued sitting and officer, fighter pilot. Test pilot
demonstration exercise first on height and injuries since the at FC 1965-1976, flight operations
field. The filmmakers wanted the section from the start, the F 13: 976, then the Air Force
Headquarters. ! 982-1988 Saab's
demonstration and a landing with full reversal, so-called short
test flight department. Emigrated
landing. When The cameras had regrouped between different
to the United States! 988th If
sequences they wanted start combined with some advanced there had management positions
maneuvers and directly onto a landing with full reversal. The for Volvo.
important thing was not to demonstrate the shortest possible
consistent landing distance for which we had waited until the
end of the session when the aircraft was easy. They wanted
to show the landing of an immediate, full reversal. Afterwards,
I would start again and train display on height and exit at FAL
Tet where additional filming would take place ..
Tuesday, September 14 was a great day for both
flying and filming. As is customary, we went through the
day's flights at the briefing. We also reiterated the
organization of my passport as filmmakers' requests.
Aircraft 37001, the first
start. Photo: Åke
Andersson
The short flight
I started with full EBK and went straight into a steep turn.
After one turn at low altitude I got up, made a roll and a
few turns and then went up on the downwind leg for
landing on runway 01 ore, ie north. I took out the yard
and got a long, straight finals. On the final förvalde I
reverse by pulling the reversing lever. This meant that as
soon as the nose gear Spring closes reversal doors
automatically, and the air flow is directed forward. In the
latter part of the finale I reduced speed so that the angle
of attack (alpha) was 15 degrees. (In modern military
aircraft uses no speed meter in the same way as before
when flying at low speeds. Instead, measure the air flow
inside case angles to the wing and use this as a
reference).
I put up the landing so that huvudhju- smooth off the
track a short way down the runway. To get the fastest
possible reversal, I conducted immediately forward the
lever so that the nose gear was in court. While I stood on
The brakes, which it was for maximum braking. As soon
as I noticed that the reversal initiated, I gave full throttle. I
was now performed joystick, throttle, maximum braking
and full reversibly synchronization. All according to the
then instructions for short landing.
At this stage, ie no key seconds then the nose wheel
hit the track and bromspe- Dalarna depressed and
started reversibly sation, I got a quick, high yaw to the
left. I blocked it off immediately with full lock to the right,
which in the 37 rd are the legs through
sidroderpedalerna. This stopped the turn for a brief
moment and I successfully get almost nose to point in the
track longitudinal direction but not enough to cancel the
turn completely. Then everything went quickly and tank
hurried. What am I doing now? I kicked sidroderpedalen
the ground as hard as I could. I'd like to say the throttle
and it seems natural to draw the gas into a place like this
location. But then I remembered the comments after
Milton Mobärgs reversibly seringshaveri at Saab where
he went off the track and ended up on his back. He had
drawn the
139
gas when he got a girstörning but it wore off anyway.
Someone had then concluded that it would have been
better if he kept gaspå- move. I therefore retained full
throttle.
The nose pointed increasingly to the left and I slid
increasingly sideways with a tendency toward the left-hand
edge. When I went over the edge of the runway about 600
meters into the court had aerospace plane has rotated more
than 90 degrees to the left, but the fly in the web's direction
was still high. One could call it a broad cord with increasing
rotation to the left.
The right landing gear which first hit the grass outside
the track was broken off. The right wing went into the ground
and it became a violent revolution to the right. The aircraft
came up on the edge, but never hit over the back. Rather
than rotating it with such force that the left landing gear also
was torn off and the aircraft landed with a heavy blow to the
abdomen and stopped. The movement was so violent that I
hit the helmet against the hood Si damage several times
while I was strapped. I tried to register what happened, but it
happened too fast. Possibly I almost pass out, but then
came the sea of ​fire. It was when the fuel let, spurting out
under the fuselage at high pressure, caught fire as I was
wide awake.
What am I doing now?
My first thought was that now is probably the way out.
What was I supposed to do? I have to take me out. Then
there was something inside that told me if I do not make
a fool of myself in any way I may have a chance to
survive. It was now quite hot and the flames broke into
the cabin through the climate system for a short time
while the engine is still rotating. Smoke and acrid smell
made me tore up the oxygen mask, but then I could not
determine where the gases came from, I held my breath.
I did not pass out due's gas poisoning. Plexi glass in the
hood also had barrel- tat fire and burned as it was hot in
every direction, so I bent down as much as possible to
protect the face. I decided to do everything in the same
way as normal exit. I considered it safer than
nödurstigningsförfarandet, then pulling a handle, is
released from the ejection seat and
bone fixation but can drag on a parachute and a heavy
nödutrustningspacke. I took the proven way.
To ensure that not be hanging halfway out of a belt
and be grilled, did the procedure with losspänningen
further length of time. First Central leash that held
shoulder straps and leg straps and connect - nigen
oxygen and radio. Then I loosened the bone fixation,
g-suit and life jacket. Continued still without breathing.
After about 30 seconds I was done with this and it was
the largest voltage I took the handle to open the hood.
Would that work? What a relief it was when the hood
began to go up. Slower than normal and now it seemed
infinitely slow. Once the hood was open enough I stood
up and jumped out obliquely to the right, where it burned.
I stumbled a little but did not fall. When I turned
around and looked at the burning plane, I was arrested
by the man's ingratitude. Instead of thanking God that I
survived, I thought of my good friend KG Widen, who
was the first divisional manager AJ 37. This was his
aircraft and he needed
140
it is to get started with the delay in the program. As I had
messed up! In anger, I took off my helmet and the hose
on the ground. I was still standing near the aircraft when
it pushed for, perhaps from a fuel tank, and the fire grew.
I picked up the helmet and ran a few steps and then
trotted away.
Then I heard someone shouting to the left- about me and there was
Åke Andersson, the skilful Saab photographer, running. He had been part
of a camera crew and taken their own pictures as well. Ake grabbed me
Systembolaget and asked what was the matter. I was hurt, I hurt, I would
not lie down, etc.? As a skilled professional, he could not stop himself, but
turned to the guys at the nearest camera and shouted, "Shoot for the UN,
the filming of the UN!" Soon after, he ran back, and I sat on a dikesren
and betrakade devastation. Without that I noticed it had Ake fetched a
camera and crept up behind me and took a picture where I'm sitting with
my back to him and the burning aircraft before me. The picture appeared
in many places, and the newspaper published the SE Here is the picture !.
Photo: Åke Andersson.
headed "The year's most expensive fire!" in his
årskavalkad. I wonder how big the fees that picture
brought in?
It took another few minutes before emergency
services arrived. It had its preparedness place at TL
tower, which was in the second end of the runway, about
two kilometers away. Once they arrived and started
extinguishing the entire aircraft in flames and could not
be saved. Despite the refusal, I was tucked in the
ambulance and driven to F 3's hospital where Dr. Heje
Paul took care of me in a way that only he could.
Then a nurse lubricated my face with ointment Heje
took me up to his room and said they should take it easy
for this stuff. Never mind that there are a lot of people
who want to get hold of you. Immediately call home to
Annette and talk about what happened before she finds
out that the applications for somehow. After talking about
the Henns I suffered a mishap, I actually used that
phrase, I called my parents. They were terrified. Local
radio in Umeå had just spoken about wreckage,
mentioned my name and said I severely burned
transferred to the Regional Hospital in Linköping.
Imagine what the bad news spread fast and wrong! I also
called FC and told that I was ok. Since drank Heje and I
coffee and talked a long while. Then I got a ride to the
FC where I got a comradely reception.
The reason
What was it that happened and what was The reason
ken? I will not delve too deeply into details, partly
because it would be boring, and partly because they do
not remember anything after this many years. But I'd love
to do a sum optimization, as I remember it was.
In the usual manner of a crash was appointed, a
haverikommision with the President, Members and
experts. These arrived in the evening to Linköping and
the next morning set to start hearings and investigations.
In the final accident report, which came long later, it
listed a number of likely factors that could have caused
or contributed
141
to the accident. By that had films from two different
directions, plus a video from a third and trace the course
had a good documentation of the accident. The following
influencing factors were discussed:
1. crosswinds
2. Line nature
3. Changing the right wheel brake
4. speed at the reversal
5. Asymmetric reversal
6. The reversing process
7. Principle of the nose wheel steering The first five
points were of secondary importance.
• The wind crosswind but not too strong.
• The track was bumpy which I initiated braking which may
have given uneven brake distribution because of different
weight on the main wheels.
• Right brake disc had been replaced before the
flight.
• Due to the high importance was the speed at landing high
and reversal started with a little more speed than the SFI
(driving instruction) prescribed.
• Nothing indicated that the reversing valve or
asymmetric flow of air from the reversal alone would
have caused the sharp girstörningen.
Revererseringsförfarandet was that it would have
performed joystick. In one of the films can be seen that
the right wheel bogie is lifted from the track in its front
part. The main reason was assumed to be that the air
flow from the reversal ring blew up over the wing,
creating lift. This, coupled with uneven runway,
crosswind and possible. worse brake to the right may
have been the main cause of uneven brake up, ie
braking force huvudsakli- gene had been left wheel pair,
which created the sharp turn. The vast majority of the
weight of the aircraft would have been on the nose
rather than the aircraft at full reversal was on the nose.
The principle of the nose wheel steering was
undoubtedly the reason why the turn is not

could be lifted and thus the cause of the accident. AJ 37
had power steering of the nose wheel without feathering
and no return of forces to sidroderpedalerna, so called
rigid power. The system was built with two operating
modes. A low speed when taxiing and high speed during
takeoff and landing. Lågfartsmoden was connected with a
button on the joystick. In high speed mode, at issue in this
case, the maximum scan angle of 8.6 degrees nose
wheel. My first yaw measured at 9.3 degrees Celsius.,
That the interference was greater than the maximum
authority to be able to fully control the back and rescind
the turn.
By nose wheel steering had full power and without
feathering was nosewheel desta- stabilizing the pedals in
neutral. A disturbance strove to increase unless the pilot
immediately ruled against. The method to control the
bones and slow down with the toes can also be
questioned. I never felt that it felt normal and is not as
easy as the aircraft to control with one hand. The reason
for this solution was that someone realized that it was
good if the pilot had his hands free for driving land to do
otherwise. Free, to do what?
My failure with Milton re- verse ring breakdown of the
37 -4 and a fairly agrees
142
There was not much
flounders of 37 001. Photo:
Åke Andersson.
provflygarskaras idea of ​the perceived problems on
landing and the reverse was the reason why a full
redesign tenth of nose wheel steering. It turned out that
there was so much literature on how the aircraft will
behave in the ground. The aircraft will be in the air and
there is no lack of literature.
Now there was talk about a fordonsegenska- on the
ground and the concept fordonsstabi- small became
topical. After the redesign of the nose wheel steering with
'weak power and feathering, simulations and flight tests
could return to full reversal until two years see- modern.
Since then, it was not any problem with the 37: s vehicle
stability or nosewheel steering.
The investigation commission
As special investigators at the crash calcium was flight
director Lars Axelsson also from FC and a good friend.
He accounted for all the measurements on the track of
the rut and review of films in order to clarify the
breakdown process. It was his team that measured 9.3
degree turn. Somehow they were able to see that I
managed to exceed the maximum angle of deflection of
a few tenths of a degree when I tried to cancel the turn. I
had strong
legs at the time. They also managed to establish some
g-forces as the aircraft spun around. Among other things, it
was concluded that I had about 34 grams sideways and that
was the reason that I hit in the helmet in the hood. Thanks to
Lars, I also had some advance information that I otherwise
would not have been before The investigation was
completed.
Bengt Jonsson, one of our big stars of FC and later
director of FMV Test, attended the crash commisssion
hearings as an observer. He had also been at Edwards.
On one occasion he saved me during the interrogations.
As I mentioned earlier, I jumped out of the aircraft.
It was in the SFI, which any member read out, that at
nödurstigning on the ground would be the pilot for
disengagement from the ejection seat, parachute and
nödpacke, crawl over huvbågen and slide down the front
glass and the nose and then take the land. Chairman
ques- inserted little sternly, as if I had done wrong, why I
had not followed the instructions. I thought for a moment
when the question was somewhat surprising. Before I
had squeezed out a response Bengt cleared his throat,
which was really just an observer and as such would
shut up for the Community Commission. With gruff voice
he said, "Bandling sitting right here. He is alive. Is not
that enough to prove that he acted properly in this case?
" There was silence in the room except for a slight grunt
from commisssion chairman. Somewhat ironic in this
context was that the 37001 had a razor sharp antenna
landing system TILS mounted right on the nose upper
side. Had I slid me over that I had probably regained my
childhood meeting. When all the series aircraft received
the same type of antenna was changed
driver instructions concerning
nödurstigning to eliminate the caste temporal risk.
With great luck, I came away this "ground loop", as
the famous airfield designer and Dragon's father, Erik
Bratt calls it in his book Silver Wings. My physical injuries
were minor. I was a little scorched face and mustache.
My neck got a hit,
143
which I believe is contributing to some problems I have
today. Sure, I had difficult to sleep for a while with
dreams surrounded by fire but it went over. I had
survived and I had to fly again before the week was over.
However, I live with a name change at length. My
companions renamed me to the Fire Ling. This also
spread quickly.
The reward
There is no evil that does not have any good, my mother
would say. So in this case. General Gabriel Gauthier and
CFV, General Stig Noren, with companions arrived at
tordagen. Since we had no Viggen to fly with it was
determined the location of the CFV and CFC, Gunnar
Irholm, that despite the secrecy would show the video
from the accident. Then I would have my briefing out in
the hangar where 37 -5 stood with dismounted engine.
Generation rails watched the video, which was operated
on a few times, with great interest. Likewise Gauthier
showed great interest in my presentation. But it was the
first one up in the seat of 37 -5, as his real self arrived.
There sat this blonde, blue-eyed fighter pilot and sci-
Teran, well known from World War II and later one of de
Gaulle's closest men. He did not rise from the aircraft
without asking about everything. The schedule cracked
but it did not bother him in the least, and General Noren
and CFC let him. I enjoyed myself a little.
When the visit was over called General Gauthier on
his aide, who from his bag took out a green box. General
opened the box and there was, in green velvet and silk in
the lid, a frightful great medal. General handed over the
heavy medal to me, SKA happened to my hand tightly
and then he said: "You are welcome to the French Air
Force and you can do what you want!"
The result was that later I had to go to Dijon in
France and fly the Mirage. Two passports of dual Mirage
IIIBE and a passport in the single-seat Mirage IIIE. It was
another experience.
Wing Crime Investigations
Much has been written on the wing breakage accidents
involving Viggen. Here I describe investigative work during
this pressing time almost 35 years ago. Viggen was then
set on the ground for about half a year and Tufted pilots
questioned to fly the aircraft again, unless clear and
unambiguous causes of the accidents could be presented
as well as clear and credible action undertaken.
Summary of facts
In the first years of Tufted system's introduction in the Air
Force occurred three spe- cial total failure:
• 1974-04-11 F 7. Aircraft 37,011th Pilot,
Sergeant Ola Gynäs
• 1975-10-06 F 7. Aircraft 37,014th Pilot, Lt.
Göte Pettersson
• 1975-10-10 F 15. Aircraft 37,005th Pilot, Lt.
Harald Gatel
All pilots were rescued with the aircraft rescue system,
by manual extendable up, the other two planes triggered
when broken down in the air.
After one of the most extensive investigations Haveri
in Air Force history stated finally that the basic cause of
all cases, wing breakage due to weaknesses in the wing
main beam, resulting in total 'Special accent of the
aircraft.
Accident investigations
The first accident occurred April 11, 1974 F7 in Såtenäs
and investigated by the Defense Accident Investigation in
very close cooperation with Saab. Technical expertise
was flight director Lars Axelsson, who belonged to the
FMV.
Damaged residues transported to Linköping and
examined conclusion of expertise from Saab and FMV.
Someone root cause of this failure could not be
determined despite thorough technical examinations and
psycho- kologiska tests with the pilot. Twelve hypotheses
were reported to the head of the air force without
144
To clear reason and action could be determined.
One and a half later, Monday October 6, 1976, not
yet occurred an accident F 7 by breaking the air during
school-rate rotevis rocket Firing Såtenäsmå- let Furan Thure Svensson took
engineering at HTL flight
hat. The pilot managed to eject and burning aircraft parts
Norrkoping in 1958 and
were spread over a large area in Vänern in the target
received his wings in
area. Ljungbyhed 1959. The former
flight director and pilot in the
Defense Accident Investigation Board, chaired by Air Force until
Court of Appeal Judge Goran Steen with Colonel Claes
1979. Has served in the
Jernow as flygopera- tive expert, gathered following
Swedish Accident Investigation
Tuesday förmid- today and Wednesday at F 7, where the
Board, the FFV and Saab until
usual interviews with the personnel involved were
conducted and preliminary report designed for CFV. 1998. Project DC-3 to
79001
Flygvapenmuseum .
I was called as a technical expert. At that time there
was no access to the HA veridelar, so the technical
investigation had to be limited to review of the aircraft
technical documentation. F 7 was assigned to the
highest priority undertake salvage of aircraft parts using
the units from the Navy and Air Force rescue divers. This
task was somewhat time-consuming because of the risks
that emerge in the target area with potential duds.
Responsibility for this had flight director Krister Kalin.
After the initial investigation, nothing could be done
until more salvaged materials were available, why
Accident Investigation Commission made a temporary
pause in its operational hot on the seat.
Friday morning, October 10th, I was in my office on
the F 15, and had normal flight radio on in the
background, then flygchefen Colonel Rolf Clementson
shouted on the radio: "ALL THE F 15 aircraft! Cancel
immediately all activities! Return and land care! "Another
accident occurred with the Viggen! During evasive action
after fine gerat RB 04 seizures in the rotation northeast
of Horns- country, broken airplanes 37005 up in the air.
The driver landed in the water in the bearing shield, but
had difficulty in getting free from
 The sequence of events at FPL 37014 wing
breakage breakdown October 6, 1975.
screen and ropes. He was rescued by flottil- Jens
rescue helicopter after a while.
Now it was a real situation. Three total accidents AJ 37
Viggen, which disintegrated in the air for unknown reasons.
Much attention in the me- dia - both in Sweden and
internationally.
CFV resolved immediately in consultation with FMV,
to further suspend the flight of Viggen pending the results
of ongoing accident investigations. Accident Investigation
F 15 and salvage attempt northeast of Hornslan- it
started with the highest priority.
During the coming week began salvage efforts at
Såtenäs give some results: the front body, the central
calculator CK 37, a larger part of the fin, right front wing,
rear fuselage with motor etc. picked up gradually. CK 37
was dried and sent to Saab for examination and
investigation.
As the aircraft parts were salvaged were the Aircraft
oriented on the floor of the airfield workshop on F 7
because we would get a good overview of the wreck and
to set up a systematic investigation.
Now it was a tremendous pressure on us in the
investigation from all sides; FV, FMV, Saab,
145
TV, radio and press. Saab insisted directly on to come
and examine everything that came ashore. Such
ambitions were rejected in the input management stage,
mainly because of our investigation was to be conducted
in an inviolable and impartially and to normal ratio in
accident investigations is not to release ini 'initiative to
the manufacturer in question, who had been at the first
accident. I had the investigation board Chairman support
not to let anyone outside of the investigation, until we
had a sure grasp of the situation and a plan for a
systematic appraisal of interesting parts.
This was the first time in my life that I had need of
insomningstabletter to be free of all metal pieces and
aircraft parts that danced around me during the nights. I
was really pressured.
Friday, October 17, I reported the salvage situation
for both aircraft FV, FMV and Saab Aerospace division's
management in Stockholm. The relationship between
Saab and FMV had already become somewhat strained -
it was for everyone to play their part and keep track of
each other and what is expressly
thesis. Damages could be behind the corner. I myself
was surprised when I greeted the leadership of Squadron
(whom I knew well already), all presented themselves
with first and last names, and with stiff's faces.
Interested engineers at Saab and flying and technical
personnel at F 7 and F 15 also got an early update on
bärg- dumping and investigative mode. This was
important, not least because confidence Viggen fallen
sharply among flight staff.
Two weeks after the crash on the seat we had come
so far with the salvage and utpla- cation of aircraft parts
that we could do a systematic inventory of what we
wanted investigated with the help of external specialists.
The picture was really fragmented and uncertain.
Everything could have happened: fire, explosion,
sabotage (threats from leftist groups had voiced),
vibration and flutter, breakage, etc. Right now, there were
no concrete to put on.
A large group of industry experts, maintenance
workshops, laboratories, etc. input invited now to the
seats and got a thorough review of salvaged materials,
as well as the issues and inquiries we wanted done.
While handed formal
orders investigations of HA verikommissionens normal
procedure, which was added immediately in time by
specialists in the control system and the airframe in the
coming days. Yet did not the aircraft's left wing have
been located or salvaged.
All the media were interested to make re- portage
and come up with something "fishy". I got such the task
of taking care of a reporter's best from Reading for. He
came in jeans, worn sweater, long hair and beard. He
had no pen or blocks it.
I made a popular survey of how the accident
investigation goes to, and he had to go inside the ropes
and watch, which he thought was cool. After the visit, I
wondered with concern about what would come out of
this. However, it became one of the best reportage I had
seen - "one should not judge a book by its cover".
146
By hearsay, I found out that the FMV and Saab would
have a "friendly" meeting in Linköping if they occurred
accidents and GE mentation of a joint investigation of the
incident. This was not acceptable. I went directly to
Linkoping and called immediately the word: "Defense
Accident Investigation Board does not accept that
parallel investigations GE nomförs without being
represented in the meetings, studies, etc." Directly asked
my chief personalkårchef, GL, the word in any irritable
mood: " I am the BE Gärt this. I want to talk to you after
the meeting. " I can well remember that the situation was
somewhat tense. We were never spoken when after this.
But the Commission of Inquiry had done a mar- kering
for the future.
In any case, it turned out that, in parallel with and in
agreement with the Commission of Inquiry, working at
Saab now working under the leadership of Milton Mobärg
with a special investigative programs. Among other
things, took up a complete review of the documented
technical status of the wrecked aircraft, failure analysis of
the systems in the aircraft that could be related to fire
and explosion, steering systems, strength, flutter, rescue
system
mm
On 24 October, I reported investigative position with
respect to the examination object, evaluation missions
and survey agencies at a meeting with FMV in
Stockholm.
The salvage of aircraft 37005 F 15 was delayed
because of the large water tendjup where the aircraft
landed. Heavy divers from the Navy must be utilized.
Now all worked hard and large input sets were made
to locate the aircraft 37014 left wing on the hat Furan,
where we hoped to find answers to what started
havericy- cycle.
Later in the week arrived CVM Ma-
teriallaboratoriegrupp led by Sven-Ake Karsson, which
immediately started to study in detail the abdomen and all
the fracture surfaces. In conjunction with the detailed
examination of the wreckage could, among other things
trace characters
 the fatigue of the left wing attachment to the abdomen,
which must be analyzed further. After a few more days
crack found a suspected fatigue crack with "striatio- down" in a
corner of the left wing spar and made a cast and sawed
out a piece of that particular area for further examination
of the fracture surface in the scanning electron
microscope at the CVM. All of the little investigative
group were coated immediately with professional secrecy
for the matter to be handled in a controlled and
professional manner.

Wednesday, 29 October could conclusively establish

that they have found clear evidence that the center beam
showed unequivocal fatigue cracks and to beam the
crime had started in the lower rear flange adjacent to a
bolt hole for panel mounting where high stress
concentrations had occurred. This was due to, inter alia,
hålkantav- ​a substandard condition.

The images show how the

left wing was mounted in the
body. The main beam is with
two bolts attached to the
body huvudkop- pelspant.

147
That night we sat in a small group associations
conspirators of four F 7 officers' mess and speculated on
what would happen when it all became official. "How is it
going with AJ 37 when the wings are broken off after
154-284 hours flown and a load of moderate

4,5-5g? How is this going to JA 37? How is it going with

the sales campaign with the Viggen Eurofighter? "Of
course, we had no answer to this.

On the Friday before All Saints' Day, October 31, I

called Saab's technical director, Erik Bratt, and informed
him that we had a solution in the works. My condition
was that nothing had to leak out until after the weekend,
and that Saab would send home all staff at the two days
of gars much needed rest. Then we pop the bomb. He
agreed to this and I SUITED nade information about
what we found. At the same time he was commissioned
to immediately ensure that the spar from 37011 would
like to CVM for comparative study. Erik Bratt called me in
the afternoon and told that they had found the same
utmattningssprick-'s and fracture of the wing spar you
had at Saab in Linköping during a year and a half. He
admitted that it felt heavy.
On Monday released the information and all the
instances set about in more detail try to understand the
cause and extent of the aircraft fleet and to draw up an at
diaphragmatic program that once it was possible to get
started with flight service again.
The following Friday, November 6, I held a briefing at
Saab to all relevant technical staff about what we come
up with. I VI said images on beam break with fatigue
cracks and pointed out the substandard edge distance
and call the freight width at the current bolt hole: "Already
in the early strength classes during my engineering
degree, I learned that the edge distance should be 1.5
times the bolt hole diameter, i.e. goods width should be 8
mm instead of 2.6 mm "
I had clearly stuck his head out. Probably sounded
enough like swearing in kyr- can to call attention to this
for this very com-
petent congregation. Upon completion came very kindly Picture of Technical
and Amable Olle Esping up to me: "Are you not well early investigation report
37014 1976
with the conclusion of fatigue?"
I could not really agree with. The root cause was high
spänningskon- concentration at the bolt hole, which
resulted in crack propagation.
In combination with the
new beams and forging a tighter utilization of the aircraft in
relation to the current load factor specification, the result
was an girders crimes. Saab's analysis of the status of the
Viggen main beam showed that there were four different
beam types of aircraft 37001-37027 and 37801- 37804,
depending on the production adjustment and the running
time extension measures.
The extensive action INVOLVING beam change in
aircraft with low serial number and efforts to prevent
cracking on the surfaces of in the area. The beam booty
was an extensive rebuilding of the affected wings, which
required access to fixtures and special tools. This work
was performed at Saab. In total 17 aircraft concerned.
Other measures were on the flotilla workshops with
excellent assistance from Saab and took several months
to complete. The action also included oförstö- generating
testing of bolt holes at frequent inter-

148
 vals. No crack was never found, indicating that the
measures taken were effective.
A number of other measures that the Defense
Accident Investigation Board had recommended were
made during the period, including development of new
load factor specification and adaptation of Viggen use in
relation to this.
Decided measures were implemented UN- der March
1976 and according to plan, it was time to give the flying
staff a thorough review of the causes of the three
breakdowns grades and what measures had been
carried out on the aircraft. This was necessary to have a
positive attitude and create confidence in the Viggen.
I was given the task to present the technical part and
started of course on my home flotilla F 15, where I also
was part of the flight crew and already had a confidence
capital. After my presentation the sum-programmed
flygchefen Rolf Clementson: "It was good. We believe in
you and what you found. But The question is: do you
think of this? On Monday, our first aircraft ready for flight.
You get the mission to make the first flight
- a passport aerobatics! "" Of course - I do with the
greatest joy, "was my reply. There was applause for our
performance and all were now eager to get started with
flight service again. Generalrepeti- After this reaction, the
same information on the F 7 with positive response.
Original crack from aircraft
37014th
149
Epilogue
Finally follows a picture of the original crack of aircraft
37014 I got the CVM Materials Laboratory after the
completion of the investigation. The store now
Flygvapen- museum at Malmen.
In the original part can be discerned, and the thin
thickness at the bolt hole and also the small crack
propagation along the bolt hole, which then led to total
failure of the main wing beam.
references
1. Accident Defense. Investigative report regarding
accidents involving aircraft AJ 37 Viggen 1975-10-06
and 1975-10-10, and additional reporting regarding
the failure of the same type of aircraft 1974-07-11.
1977-05-27 F: MK A68-37: 19/77.
2. CFV statement of accidents aircraft AJ 37 due to
fracture at the wing F 7 1974-07-11 and 1975-10-06,
and 1975-10-10 15 at F. CFV 7342: 7;
1977-11-24.
3. Technical investigation report of failure at F 7 Såtenäs
the 6/10 1975 with the flight plan AJ 37 No 37,014th
1976-06-11.
Maintaining Viggen
Air Force's policy has always been to demand that the war
planes is so easy to operate that conscript staff with
limited technical training, to be able to clear the aircraft
before takeoff and also receive them after landing. This
focus has contributed to an effective maintenance system
has been developed.
Drafts, drawings, dummies, test and series aircraft were
examined regarding accessibility, interchangeability,
repairability and reliability. Experience from previous
types of aircraft are used to find structures with optimum
reliability. Requirements for output bytbarhetsmöjligheter Anders Kågström, Royal

Institute of Technology machine

specified. At the same time maintenance methodology
1962. Flights Educated at
was designed based on the technical conditions in terms
Ljungbyhed and flight engineer
In the early stages of Tufted system project planning, it of requirements regarding the filling of fuel, oil, hydraulic in the Air Force 1962-69.
became evident that special attention must be paid to fluid and compressed gas. Thereafter FMV 1969-

maintenance issues. Tufted system,

91, working with studies,
relative
missiles, aircraft and
to the previous aircraft types, significantly increased
aircraft maintenance chief.
complexity, the requirements for high availability and the Air Force maintenance structure with maintenance on
ambition to keep maintenance costs led to three levels were maintained even for Vig- gene system. The
underhållsbered- accession ran parallel with the design three levels are:
work. Operations are defined as "advisory, investigative, A level, where clarification, service and minimum dre repairs are RM 8 could be removed from

investigative and follow-up activities in the construction the aircraft by means of a

carried out on the company.
carriage provided with a
tion, testing and manufacturing stage creates the
B level, where inspections, repairs and modifications as well as height adjustable bar bed.
conditions for a rational main- tenance by product Notice also the folding fin,
certain equipment maintenance is performed on the flotilla
adapted and resources planned". which allowed the existing
workshop. hangars did not need to be
rebuilt. Photo: F 21
C level, which overhauls of engines and appliances being carried

out at the central workshop.

150
Engine RM 8
The cost of engine maintenance is often equal to half the
total maintenance cost, which is why the management of
the engine and its installation in the aircraft is very
important. Motorhante- ring was like the dragon will be
performed using the so-called Air Logistic system, the
joints had good experience. Hu- vudkomponenten was a
carriage equipped with rails, parked behind the aircraft,
formed an extension of the hull. The engine equipped
with rolls would thus go out of or into the aircraft body to
or from the cart.
The principle influenced the design of the airframe
but the circumferential ribs with a single rail in the base
resulted in a re- relatively light construction. The
downside was that access to the engine was limited. The
hatches between the ribs were small and the ability to
change the engine sets almost non-existent. JT8D
engine was like most civil engine motors built pod
assembly where almost the entire engine area could be
exposed through the open podskalet.
This meant that the devices and systems-ations on
the engine as far as possible be redeployed to meet the
requirements for service and maintenance.
The test system - a breakthrough for the new methodology
To troubleshoot the advanced electronic system
AJ-generation developed a
so-called ATE (Automatic Test Equipment), Fully oriented in
a telecommunications test car, in order to level A would be
able to conduct performance checks and error localization.
This came to be very effective and above all saves time in
troubleshooting and monitoring aircraft.
A so-called auto tester was built around a computer
(ATE) and controlled by it. Test programs, which were
loaded into the computer, were stored on disks "ordered"
auto tester to connect stimuli signals and measurement
points / measuring instruments to test points on the
aircraft. The computer evaluated mätresul- profit to the
correct values. The result
151
then presented in printed form in an accessible way. On
baskompaniet (A's level,) were used telecommunications
test car to detect and locate faults to a device that was
changed and sent to the shop for repair.
On flotilla workshop (B level), an automatic test
station - ATS 10 - which could test about half of all
electronic devices in the aircraft. ATS 10 was a fairly
universal autotesters, constructed in the same way as
with the ATE and diagnostic programs for each unit
stored on the disk memory. Diagnostic software is
designed to measure performance and identify any
malfunction. By troubleshooting could felak- silent
system subassemblies found and sent on for action.
On the main workshop (C-level) finally were resources
to test all elektronikenhe- best through performance
measurement and troubleshooting including ATS 10 and
approximately 15 different types of ATS and a larger
number of manual test stations. The performance
measurement could be defective units found. Continued
troubleshooting could lead to the discovery of felak- silent
system subassemblies or components. Missing system
subassemblies could be tested and repaired in particular
systems testers which were on the C level
The need for the number of test kits mineral
nimerades by analyzing the signal and measurement
needs and requirements for accuracy Res respectively
subunit. In this way could signal bound test equipment
constructed. Auto testers developed through the
experiences that accumulated flight time of production
gave but also by the generally rapid development of
electronics equipment.
The transition to YES 37
In the transition to YES 37 come a new generation of digital
electronics with the possibility concerned to develop so-called
Built In Test BIT, which reduced the need for external test
equipment. Teletestbi- smooth therefore used in all small
extent for YES 37. After PRI flights (see below) at 13 F and
Saab 1983 starting with the completely YES 37th
At first, a rough analysis of maintenance planning for
workshops mainly for JA 37. The analysis examined
technical and economic consequences of a number of
alternative solutions regarding
• the geographical distribution of
maintenance.
• distribution of maintenance resources Air Force
workshops relatively central workshops, i.e. the
degree all maintenance activities would be at level B
or C-level.
• the degree of coordination of test equipment
applications for YES and 37 existing automation
devices AJ / SF / SH 37. The analysis resulted in
• The bulk (about 90%) of utbytesenhets- flow came to be
maintained on the flotilla, in which the test was done in ATS
10 and remaining at the central level.
• All testing and maintenance of systemunder- units,
e.g. PCBs, carried out at the central workshop.
YES 37's forced services sample (PRI aerospace compounds)
The goal was to cope with teething arms before the
aircraft was delivered to the pros band that is looking for
technical defects undetected during the previous
utprovning- a well to test YES 37 maintenance
procedures and planning.
The tests took place during the period 8 January to
20 December 1979, and the original goal was to fly over
the period 200 passport with an airplane. The total was
401 passports and 300 flight hours. A doubters who did
not believe that 200 passports a year was possible, and
put his hat on this, we eat it in August.
The technical problems encountered was less than
expected and it was found that the JA 37 was very service
and underhållsvän- thoroughly. Contributing to the good
result was YES 37's built-in test system that gave very
short test times. Fault location and action could in many
cases be addressed directly related to the clarification of
the next session.
152
The RUF system
The RUF system (Registration-Aircraft
Maintenance-security) proved to be invaluable in the
forced services samples. In a tape recorder in the aircraft
continuously recorded UN- der flight about 200 different
parameters such as fly (speed, altitude,
load factor, etc.)
and data from various functional systems (engine fuel
control system). In addition, spoon the supervision of
about 450 logic signals.
The system consisted of two parts. One included
data record continuously on a tape cartridge could record
up to six hours of recordings. Besides aviation safety
recorded a large amount of detailed information from
funktionsövervak- device with identification of both
primary and secondary faults down to the subsystem
level.
The second part consisted of an markbase- based
system that the tape cassette evaluations conditioned
recorded data automatically to find any faults and
deterioration information of the aircraft, as well as changes
in motorprestan- da. Up to four flight sessions could be
evaluated from a tape cartridge.
operation Simulation
To quickly and reliably perform parametric studies and
sensitivity analyzes, and to optimize maintenance
solutions for different design alternatives, began
operation simulation to be used as an aid in the 1960s.
During typarbetet reported design engineers which
properties different subsystems, monkey or parathyroid
function with components could be expected in
operation. With a driftsimulerings- model that could
handle the basic data and other conditions, could
instructions continuously fed back to each supplier if
necessary konstruktionsänd- rings down to the
component level to achieve the standards of the
"quantitative efficiency which" the Viggen system.
Quantitative efficiency defined as:
the probability that operational aircraft
with the right weapon options available in
Variable clarification F 17th
Photo: Emil Lindberg
relation to the need over time to meet the prospective
enemy operations in the war.
Responsible designer got this way a meaningful
understanding of their own competitive struktionslösnings
impact on totalresul- result. This was a positive factor
that quickly gave effect. Much of driftsimule- ring used for
decisions on the selection of testfilo- refined for
electronics in the Viggen.
"Ua - gap"
More electronics in the aircraft also resulted in more
unverified remarks in daily speech called "Ua-gap" (Ua =
without note).
The drivers' comments caused many headaches for
the staff and at the same time as the availability of a
clear aircraft decreased increased costs. Some were
flygföraran- markings A-level staff wrote of the "corrective
action". Another part was the complaints resulted in AP
mated changes in the aircraft, but where the B and C
levels could not find anything wrong with the submission
materials.
What was then UA gap on? Orsaker- na was, among others
.:
153
• The production unit, which limited the potential of the
systematic troubleshooting.
• Lack of communication between the driver and
maintenance managers and between UN-
derhållsnivåerna. At first it could be 30-40% of the
remarks connections not verified.
AJ / S 37 directed efforts to test software,
troubleshooting regulations and
apparatus modifications. On the service side was
changed B- and C-level test equipment from the ATS 1
to ATS 10 implying a more reliable diagnostic tool. These
measures depressed UA gap to 5-10%.
JA 37 was from better delivery that is ready for
debugging by the almost complete embedded test at
A-level and the RUF, although these systems themselves
contributed to Ua-gap. The test rigs level C could also be
more than the previously used long-term test and sample
in 'flight real "systems environment.
The overall experience resulted in increased
systemic training for all staff on the A and B levels, which
helped reduce the UA gap. The development of the
reporting system DIDAS - AVIATION easier for the staff
to get direct access to reports
related failures and maintenance. An increasing reporting
morale was also beneficial.

Variable clarification

Air Force basic philosophy gradually came to focus on

diversified grouping also clarify cleaning and repairs to
thereby increase the level of protection in the attack on
the air base. This demanded clarification resources
minimera- des and could be easily transported.
Equipment necessary for clarification, as fuel,
ammunition,
oxygen, standby assembly
and specific clarification equipment was mobile. This
meant that the clarification could be virtually anywhere
within the air base and where it is currently judged to be war Repairs Refueling of the airplanes and

the most appropriate to perform this action.
Vehicles were purchased and adapted for this and in
1982 performed the final samples on Hagshultsbasen.
The system's flexibility allowed the aircraft after landing
could be routed to the location from the tactical point of
view and with regard to the upcoming mission
assessments des appropriate. The moving clarification
team met the aircraft with the right equipment, the
clarification quickly and efficiently could utfö- race.
Clarification team could then return to their living and
preparing for the next mission.
War will cause damage, which re- quires repair methods, the net charge of the Akan part
of clarification ring before the
which are likely to be completely oli ka those applied in
flight. Photo: Emil Lindberg
fredsverk- operations. These measures alone are
intended to restore the aircraft to its original status. Tailor
repair regulations are developed where the quality of the
work in advance Best hand. In war, it is because of time
unthinkable to carry out repairs on the way. Special
warfare repair methods are necessary.
International studies took place while the war repairs
where the UK with the RAF was considered to be a
leader. Which had for many years been a comprehensive
training

Variable clarification in the

field. Photo: F 21st

154
up for its own staff but also for other NATO countries.
Sweden had the opportunity to participate in the training
and found that the RAF come pretty far, but we in
Sweden in some areas come even further.
A reduced number of aircraft requires that war
damage can be quickly rectified. To meet the
requirement formed a group with representatives from
both users and suppliers with the goal of creating a guide
with the AN views to perform "rapid repair". These could
only be carried out during the war and sometimes with
reduced safety requirements pending the normal repair
methods could be used. The work resulted in a military
repair manual, specially adapted sad to Viggen. The
guide described the different types of "fast repair" the
damage with universal application, but also in the form of
special repairs.
Fundamental to a successful krigsrepa- ratio is an
accurate damage survey and action judgment to decide
vil- ka aircraft to be prioritized. Factors to consider:
• What aircraft can be flown by only minor
modifications.
• What aircraft can be repaired in time for the re-introduction into
operational service.
• What aircraft can not be repaired in time for the
re-introduction into operational service, but can be used for
"cannibalization" and cover the shortage of replacement
units and spare parts.
To meet the requirement of competence GE nomfördes
extensive training. A close collaboration between the
technical and the operational side was developed to
correct prioritization could be done.
Decommissioning phase
Culling of Viggen started in 1993 and the fragmentation
of the airframe in 1995. The same year also began
culling of RM 8. The objective was to adapt the AP
mated maintenance to flight time forecasts and the
remaining aircraft. The planning started
155
a year earlier to determine how long the test resource at
the C level had to be kept going. At the time, the
liquidation of 37 system set at 15 - 20 years in the 2000
take-let. The calculations showed that by taking
advantage of exchange units from cull aircraft and create
a stronger buffer of replacement units could be the
maintenance of the equipment completed in good time
before 37 final felling system's development. The cost
savings were more than 500 million!
The last flight of the Air Force with aircraft made 37 F
21 in December 2005. Less than ten aircraft was then left
out of 329 produced series aircraft.
Trends
After the decision of the Gripen development came
Tufted system is also used to create knowledge in
technical fields such as IT and materials.
The Gripen agreement, we read that all the technical
information would be transferred to electronic media, but
a good standard in image and text area was not at the
time. Saab and FMV hastened the development, and
much of the Viggen technical documentation transferred
to digital form and used successfully in flygvapnet.Inom
materials area continued research including using
kolfiberkompo- sites. A number of fins and landing gear
doors were made because of carbon fiber for JA 37 and
experience could then be credited in Gripen
development.
MSG-3 is called a method to define new aircraft
maintenance program and that has long been used in
civil aviation. It had not been used before for Swedish
warplanes but planned for the Gripen. To gain greater
insight into the methodology, an analysis of some
systems Viggen to get the method is confirmed. The
result led to minor amendments to the current
maintenance plan for the Viggen, which resulted in a
slight reduction in preventive maintenance. FMV
approved the me- method to be used for the Gripen.
Viggen 30 years in the Air Force
Tufted system was for more than 30 years one of the
world's leading aircraft systems and formed the backbone
of the Swedish Air Force. In those years were Viggen development
to be continuous.
New technology, new subsystems and weapons were added,
which gradually led to increased verkansmöj- opportunities.
In combination with advanced bass, stridslednings-, liaison
and ledningssys- system responded Tufted system very well
up to the demands of threat evolution Adjustable those.
Moreover, in a cost effective manner.
Viggen was a driver-friendly aircraft. Item No. rarens
work was adapted to GE nomföra most difficult missions,
fighter, attack and reconnaissance, individual and
dressings, day and night, in all weather situations. The
aircraft was appreciated by the pilots.
Viggen in the surveillance operation carried out
intelligence gathering of the highest class. Continuous
monitoring of the surrounding maritime areas, provided the
basis for the assessment of deviation from the normal
picture. WP and NATO naval operations, primarily in the
Baltic
156
lake, was followed whereby knowledge and experience
built up regarding operations and tactics. Specific
information regarding the equipment on ships, for
example, weapons, radar and signaling equipment was
recognized early. In some cases, the intelligence of the Bert Stenfeldt, General,
began the age of 17 in 1951
immediate major security role
in the Air Force. Flew fighter
planes for 44 years.
e.g. during emergency situations. Overall, the Viggen Essentially T / B 18, A 21 R, A
reconnaissance function of great importance nationally / J barrel 29, A / S / J lance 32
and internationally. Spaningsun- underlay was an and AJ / S / JA 37 Viggen.
Chairman of SwAFHF ago in
important factor for continual security assessments as
2007.
well as for the Swedish Armed Forces technical and
tactical development.
Viggen, in collaboration with the spray system,
received international attention due primarily to the
uniquely high contact ratio. Incident Operations created
respect for Viggen ability with RB 71 "meet" the most
qualified targets, as one of the world's then most
advanced reconnaissance aircraft, the US SR-71
Blackbird. In some cases obtained valuable intelligence
substrate,
e.g. then Viggen "interceptade" a MiG-29
A beacon group AJ 37 over ice
floes. Photo: Ulf Fabiansson
Viggen also participated
successfully in the
international context. Here,
an SK 37E at the Elite 04
exercise 2004. Photo:
Lars-Ake Siggelin
fully robotic equipment, a surface which at that time was
sensational and had a very high intelligence value.
These inputs batches created respect for the Swedish air
defense and Viggen far beyond Sweden's borders was an "VAN Resistant" base. Viggen 'Multi-role' capability implies
important factor in the security policy perspective.
Viggen in the attack operation showed the Rest of
applications and presentations, including for international
experts, an impressive ability to effect and survival.
Foremost was celebrated ability with RB 04E against
naval targets. An ability that was further strengthened by
the introduction of AJS 37 and RBS 15. As much
impressed flank attack on the foreign ex- perts. Flank
attack is unique and includes good verkansmöjligheter
combined with minimal risk. International experts also
observed Viggen extremely short clarification times,
refueling and charging,
superior to all other known aircraft (air guns). The short
clarification ages admitted a very high input frequency.
This in turn affected verkansmöjligheterna, overall. A WP
or NATO invasion against our country would have meant
significant losses as long Viggen in the attack operation
was avail- Resistant. This was shown in several
contexts, operational studies and games, and most
explicitly associated with U 137 - crisis. Viggen was the
context clearly Peace! Viggen in attack mode was a
particularly important factor in the Swedish defense and
security policy.
Viggens verkans- and överlevnadsmöjlig- units in
combination with STOL characteristics
157
and a basic system with short courses led to the exclusion
of the Swedish base system and Viggen operation
opportunities would cost 3-4 times more than to hit a
that an attacker always had to expect that the majority
Viggen could, regardless AJ, SK, YES or SH / SF 37, used
for the attack on the target surface or be part of the air
defense. It created opportunities for the Swedish armed
forces and uncertainty for an attacker.
The Swedish Air Force created by Vigg system is
respected in the world through an operational, tactical
behavior as well responded to the war-related
requirements. A respect which was based on the overall
picture that the Swedish Air Force personnel, ma- teriel
and activities demonstrated the exercises and
demonstrations, but also in daily operations at a time
when Sweden had to demonstrate the will and ability to
defend its territory.
Tufted system provides strong support for the
Swedish nonaligned policy through the Cold War to
respond to the requirements of neutrality sets, ie to
protect the country's borders and the Cold War through
participation in international exercises and GE mentation
of international commitments.
Tufted system, with support functions, con- tributed
significantly to the stability of our region during the Cold
War and to the good co-working environment that exists
today internationally regarding our Armed Forces. Tufted
system created respect and trust.
debate climate
Debate climate in the media was characterized in the early
1960s by a very positive attitude to the defense in general
and air defense in particular. The Air Force was very
strong European circumstances with a total of 45 divisions
of over 800 warplanes.
Saab was standing on top after pioneering work in the
1940's and 50's with J 29 "barrel", A lance 32 and not
least 35 J Dragon. The development and production
production of these weapons had led Sweden to the
world's best in aviation. System 37 was overall a much
larger project. There were åtskil- league who felt that the
system was too big for Swedish conditions. It would
extend over several decades since the aircraft in various
versions would replace both the Lance as dragon fighter,
attack and reconnaissance aircraft. For political Skai was
now Emergency sary to disclose the estimated total cost
for both development and production, and it ended up
just over 8 billion, one of many, in any case, the Ti it,
staggering sum. That system would
158
replace all existing types of martial aircraft, took the
criticism little regard for. Some like long-term investments
were not government authorities had to report, neither in
terms of defense and other areas of co-society, such as
roads, health care, etc. Hans G. Andersson, known
as Santa Claus, was in the
40's co-workers in the journal
The first presentation of the system 37 took place at Aerospace and came through
Saab in December 1962 when defended filter and industry ABA Saab, where he worked
as CIO for many years.
representatives presented the project in the presence of
about 35 journalists. Shortly thereafter, work began on a
defense and defense industry joint communication plan in
the long term would satisfy the needs of the need for
factual information about the System 37th
Hans G. Anders- son
Major events in the development program identified contributions "Fpl 37
History and experience"
considering the mass media activities. Convener was
usually the main supplier, Saab, with the participation of
the Air Force Headquarters, KFF / FMV and the ups and
sidole- suppliers depending on the content.
Criticism of the project started early and you could
not fail to note that both po- litiker that some soldiers
expressed the view that the system 37 could be a cuckoo
in the armed forces.
So here presented system 37
in December 1962 for the em-
ployees at Saab. It showed the
performance of the aircraft
was already out of date!

Saab CEO Tryggve Holm,
showcasing the newly
withstand full-scale dummy,
37-0, for the press, April 5
1965. The man in the
background, with the barrel, is
Lars Brising. Photo: Saab.
1964 concretised criticism including through an article in
the Social idétidskrif- ten "time" authored by a young
kanslisekre- Secretary of Defense, Ingemar Ståhl (later
professor of economics). It stated that "Viggen will cost
15 billion to purchase and as many billions in operation.
Taxpayers should mao tving- as paying $ 30 billion for an
aircraft to be outdated when it arrives. " Stahl also
claimed that we have taken on more than we can bear.
"From leading defense hold does not have any
guarantees provided to aircraft system would provide
value for money," he says. A Swedish "Skybolt-business"
was another headline in this article with reference to a
failed nuclear weapons-carrying British robotics projects.
In vulgar debate was supplemented with information
on how many child care centers, how much more child
support and how much more generous pensions we
could get on the projection Tet shelved etc. Another
argument, which critics often were attracted to, was that
159
the overall engineering capacity would not be enough if
you do not want to make other
Heavily activity distressed. System 37 In other
words, lead to a talent drain. Eventually you could be the
authorities' help provide figures that clearly refuted's
assertion endena. The figures showed that in 1965,
when the development work culminated, took the system
37 used only half a percent of the country's 19,000
scientists and engineers.
Parts of the Social Democratic press, however, was
basically in favor of the system
37, which inter alia seen from the following quotation from
Aftonbladet in October 1964. "Some discussions have
arisen about its 7 1/2-billion project system 37. Aftonbladet
informs in a Arti- kelserie of System 37, which in fact is not
more expensive than our current air defense."
Some writers but also politicians have argued that
decisions on the System 37 "crept through parliament."
Nothing can be more erroneous. The project examined in
detail by Parliament in 1960 as well as the 1962 pre-

response investigations. Flights Materials Advisory Council's
final report in April 1965 confirmed the Government's and
Parliament's previous decisions. The unity was great on the
continued focus. The outside world can of course also hardly
be blamed for the Parliamentary any lack of debate on
certain issues.
On April 5, 1965 presented system 37 in detail the
Saab face a large press corps. Something "creeping"
was no question. Moreover, it was at this time that
system 37 Viggen was named the head of the air force,
the CFV.
In early 1967, the Social Democrats in the defense
investigation, surprisingly, its own bid was SEK 600
million less per year than had hitherto current planning
framework. As a direct result, the CFV reported to the
Supreme Commander that, with regard to the proposed
new framework, the completion of the System 37 was no
longer clear because, inter alia, would mean closure of
2-3 air commands. The finding caused a sensation in the
media. The threat to Vig- gene allayed by hand. The first,
successful and fully scheduled, provflyg- compound
undoubtedly improved with the prototype debate climate.
5 April 1968, the government approved an order of
175 pieces AJ and SK 37, the last 75 conditional and
dependent on the parliament's decision. "The value of
this initial batch of 100 aircraft is 1.5 billion crowns, the
160
Test Aircraft 37 -1 rolled
out from the test
workshop November 24,
1966. Photo: Saab.
largest defense order posted to the Swedish defense
industry, "said försvarsde- partementet in a communiqué
also stated that" the development work that has been in
the port is a great success for Swedish industry and
engineering skills. In the comparisons made by the
foreign aircraft that, against the background of the
specific requirements of our military's geographical
location places, been possible for the Swedish Armed
Forces, the Swedish Industri and research with a given
economic conditions, well able to meet the requirements
of technical quality and overall competitiveness".
New Media troubled, however, the project July 2,
1968 when the Swedish Dagbladet reported that "the unit
price of the Viggen rather is above than below 20 million
in development costs excluded on the number of planes
ordered, compared to the originally estimated 10 million
crowns." In an editorial a few days later, however,
newspaper management away from it as Previously
stated in the news with the following: "The specified
increase in cost is a calculation based on the premise
that until political decisions about the number of ordered
aircraft would be the last word on the Viggen. It originally
stated price was based on a projected series on the
passport 800 aircraft, the number of the army's side were
judged militarily desirable and reasonable. It is in the
open day, that if the cost of the front

An ad for pre- miären removal of the aircraft type must be spread over a range
1973 on May that is less than the fourth part of the initially estimated,
Wechselmanns film.
the unit price to rise significantly. "
"Viggen 37".
The criticism continued to Viggen costs during the late
1960s and early 70s and led, among other things that the
Defense Department considered himself compelled to
issue a special inside information in writing, "System 37",
which details the reported project throughout prehistory,
calculated nade costs, contract forms, foreign options, etc.
The publication was published on 24 May 1972, signed by
försvarsmi- minister Anders Thunborg.
A strange if not bizarre feature of the media debate
about the Viggen, output was May Wechselmanns movie
"Viggen 37, a military aircraft history" actually added by
government grants. At Filminsti- tutets 10th anniversary
in October 1973 was appointed Viggen film, incidentally,
"one of 1973's best films." May W. also received from the
then Education Minister Ingvar Carlsson care receive a
quality premium of 133 000. In March 1974 the May W.
Moreover, the authors tarstipendium 15 000. The film
was shown at the "People's Cinema" around the country,
universities, institutions and associations in the country
and abroad. It's a mystery who's BE-cost campaigns and
version rings into foreign languages. The film was
shown, among other things the Youth Festival in East
Berlin.
Not only that. Since TV hesitated to show the film
managed to May W. gain 117 of the country's so-called
cultural workers to sign a petition to the TV to show the
film. The problem
161
was that it hardly corresponded Radio Act § 6 that
"impartiality and objectivity will characterize the program
activities". The law also said that "SR before
transmission as precisely as the circumstances permit
shall verify the factual information and also rectify at
incorrect factual information when necessary." After half
a year of reflection decided to TV 2 December 14th,
1973 to view the movie with some deletions of the most
revealing (for filmmakers) sections while the most
balanced the interviews! 1 television had earlier said no
on the grounds that the film was a party pleading that
even with an accompanying program could be balanced
out in a relevant way.
The head of the TV 1 Hakan Unsgaard motivated in the
magazine "Economist" No 7/73 its decision with the following
words. "The filmmakers have had complete freedom to
discredit and förlöj- consistent decision-makers, and they have
used them
- very cleverly - when combined international vjuavsnitt
with cartoon section. " Unsgaard said, among other
things, that "it is here that the most effective best occurs
that is not balanced - it would be interesting to detail
ethically analyze how this was the position of art works -
but the point is that it mockingly caricatured front position
of art eventually collide with the respect for each man's
integrity as a mass medium must apply, the notion that
even the decision-makers have the right to appear
full-length and be heard in the end. "
It was against that background, to say the least
remarkable that this kind of desinfor- tion became the
subject of Swedish cultural heritage personnel's pressure
on TV and also received an award of a public Swedish
institution whose primary mission is to educate the
Swedish filmmakers.
A very serious disorder which naturally changed in
attracted the media's great interest in output made CFV
decision October 10, 1975 to output Farda grounding of
Viggen on the occasion of the three-wing crimes accidents.
The compre- hensive transparency of haveriundersökning-
one eliminated the speculation and created
even some good will, especially abroad (the leader of the
Flight International).
Viggen was worth the money?
During the Cold War, Sweden continued its declared and powers agreed when it came to aircraft equipment
neutrality. This motivated a strong defense and a between KFF / FMV and on the other suppliers.
comprehensive defense. Deliveries outside was often not
possible because of confidentiality obstacles in the .
countries of origin. In addition, it was part of our policy of Cost GL began his flight
neutrality that we ought to be largely independent of Prior to the start of the development of the aircraft 37 training in the Air Force in

imports. worried politicians of the ever increasing cost of 1947 and went out KTH
Flights
warplanes. Tabel- smooth bottom of the page shows
1953. Worked as a flight
The defenders were therefore in largely on the supply expenses for certain airplanes from 1950 up to 35 aircraft
engineer in the Air Force
from the Swedish industry. On AN pull hand, an industry and KFF / FMV 1964 assessment of the costs of the and FMV. He was head of
have a more or less continuous coating of its Guidance aircraft 37th the main department of air at

and manufacturing resources. The employment obtained FMV 1980-89.

partly from defense and partly from the export clients. With
the strict, often motivated, arms exports policy that
prevailed in our country became the most försvarsin-
dustrierna dependent on the customer, the defense
branch administrations and by 1968 FMV could coat the
industry with the necessary orders. From the customer
and also from the companies' point of view, it is desirable
to competition. Our relatively limited industrial capacity
did not lead to competition could be maintained except in
certain cases.
There was thus a mutual de- pending between the
customer and the supplier, "the military-industrial
complex." For male therapist this unique
customer-supplier relationship agreed to that FMV would
have the right to carefully review and transparency in
both technical and economic issues of the greater the
suppliers. A balanced distribution of responsibilities
Note: The cost data are derived, unless otherwise
specified, from the cost study that FMV was 1989/90,
updated in 1997, including most types of military
equipment. The costs were normalized then the price
level in 1989/90 by correction index for "access of
domestic verkstadsproduk- best", the most relevant index
at that time. Here, a further normalization occurred to the
price level in 1999/2000.
As previously mentioned, were added, in 1964 a
special committee, Materiel formulation, FMB, to examine
37 project. This recommended in 1965 that the
development of the project would continue under certain
preconditions. Among other things, would be the
responsibility of KFF and Saab agreed adjustments race.
The government was concerned that Saab would
otherwise have a too dominant role as mono
polleverantör.

Development costs ( million, PN 99/00) Airplanes

29 32 35 37
First flight 1948 1952 1955 1967
Development cost 500 2500 5500 8900 *

Series costs ( million, PN 99/00)

Aircraft 29 32 A / C 32 B 35 A / C 35F 37
First serial delivery 1951 1955 1958 1959 1964 1971
aircraft Cost 7 14 17 32 35 60 *

* These data were predicted in 1964, the other is for the

calculated, actual costs.

162
Distribution of responsibility and authority, contract A hotly debated issue in terms of the system 37 was also
types, suppliers how to spread of responsibility and authority between the
An aircraft system life extends now over four decades or various becoming involved companies. To hand over a
more. Myck- et have time to change during this time, large part of the responsibility to a main supplier,
technically, politically, etc. At the beginning of the
development work must therefore be proactive and i.e. Saab, were considered but were terminated by KFF mainly
invest in modern and even in the coming technology. by the government, as mentioned above. Suppliers were
You have to weigh the pro jekts risks when it comes to divided into different categories as follows:
new technology and its impact on the delivery time and
costs.
Main supplier ( Main contractor)
Saab, with the responsibility to integrate other
But development is necessary. Friendly alternative
vendors' equipment and with certain powers,
materials are low-power, which is uneconomical.
Directive correctly, in relation to other suppliers
within certain financial limits.
Experience shows that it is not reasonable to bind a
company by an agreement with firm commitments on the
Side Providers ( subcontractor)
supply and prices more than ten years. (Such as C-5 Galaxy
Powerplant: Engine AGA
and the JAS 39 Griffin) development of complex systems
Radio
often takes more than ten years. This means that most of the
Saab: Robots (04, 05)
series costs and all operating and maintenance costs are
Bofors: Arms
outside the company's responsibility. (At the time of the
Arenco, PUT, SRA,
37-project was the development rate is so high that you have
Countermeasure
to start series production before the development was
-suppliers ( subcontractor)
finished.) During the first few years you have to make
Saab: Computer
important decisions that lead to cost outcomes far in the
Honeywell: Autopilot LME
future if the project is completed. In base to take cases, thus
Radar
the supplier initially one- DAST take financial responsibility
SRA Indicators
for the development and the first prototype series, while the
AGA: gyro Platform
costs for series production, operation and maintenance are
SRT: Radar Altimeter
outside the company's responsibility. Suppliers ( Vendor)
A plurality of all the above.

Fellow and side suppliers were the companies that

Provider accepts responsibility for the first 5-10
years, while the customer must take the economic
consequences the following about 30 years. Giving
supplier for major powers to make important, long-term
decisions can lead to a highly unfavorable cost trend for
the customer. The upshot of this is that the state, the
customer, can not leave too much responsibility and thus
powers to a company until you come a long way in the
development. The division of responsibilities regarding
Tufted system was based on the above facts, which
meant that the major long-term decisions were made by
KFF / FMV, in consultation with the companies.
supplied equipment that is either already included in the
earlier aircraft, equipment whose design heavily
influenced the aircraft's future tactical use or
maintenance costs and equipment in which spe- cial
privacy problems existed. The difference between the
side and was co-supplier to Saab Directive the right
(authority) to sidolevera- detectors were more limited
than with regard to co-suppliers. Against all these
suppliers, Saab would be responsible for the
coordination of schedules and specifications, installation
issues, and system testing.

The number of lateral and co-suppliers main- held in

great AJ to the JA 37. Some equipment

163
materials, YES 37 went on to become a subcontractor
supplies. JA 37 had LME greater responsibility for
coordination between their own and the SRA's equipment
on account of experiences from J 35F. We now had the
experience of a number of projects reached a contract
pattern with pretty good division of responsibilities
between the customer, the main supplier and other LE
providers, at least according to FMV's perception up.
Saab was founded project CB 37 and the KFF customer
project L37.
For aircraft 35 had been applied to the contract with
the payment as so-called Book & Bill, which meant that
the supplier was paid for its expenses (incl. Cold cuts,
approved by KFF) plus a percentage profit. The last part
series by J 35F ordered though a fixed price with
indexation.
These methods worked well if you compare our costs
with those of other coun- tries had to pay for their aircraft.
For aircraft 37 applied it to begin with the Book Bill, but
from 1965 to 1967, when the project began to settle
down and the greatest technological uncertainties were
considered completed, went over to the so-called
incentive contracts. They meant that they were based on
a target cost and target profit. Depending on the terms of
the incentives could be met supplier have increased or
decreased profit. Most common was the incentive lower
cost. It was divided in some proportion increased or
decreased costs
164
conditions to target cost between customer and supplier.
The last two subseries for JA 37 was ordered for a fixed
price.
Contract principles contributed to a good and open
cooperation between customers and suppliers. Both felt
the responsibility to hold down costs.
Costs
Cost is just one of three key factors when assessing a
material system. The other two are the value / impact of
the system and the delivery time. The delivery time
affects the time the system is useful. The most difficult
thing is to determine the value. That's because so many
uncertain factors affect the final result: the probability to
combat certain targets, the likelihood that the enemy
uses us assuming tactics, the effect of our own systems;
tactic, performance, quantity, operating security, delivery
mm accuracy is in calculations of the value is often not
better than -50% and + 100%.
It becomes one digit's accuracy. Delivery charges are
often specified by three-four or more digits. So you have
to realize that an assessment of two different material
types are more accurate than the one figure once! In the
comparison between the costs must be clearly defined
what is included in each record, what the conditions are
and what price point that is used.
AJ beacon group 37 from F 6.
Photo: SFF archive
 Below is how they assessed the cost of development Compared with hindsight, SEK 100 million average price (PN 89/90)

and series of aircraft 37 at different times: the series price is increased by:

approximately 100% since 1963, 16-25% since

Estimated total development ( million, PN 89/90)
Kalkylår 1963 8850 1965 5-10% since 1968. These prices are average

prices calculated across all versions. The last aircraft

" 1965 12 050 (L37 apply) " was delivered in 1990. Since then, some costs for
1968 13 200 (transition to modifications to come. 1963 calculus involved a series
incentive contracts) of price of 7-7.5 million. SEK in the then generating
" 1970 14 800 (new costs AJ) "
money. Selection of the index is thus of great
1988 15 150 (wing modification
mm) importance.

The main reasons for cost increases in 1963 (million)

were:
What this says is really:
AJ / S Electronics 37 (new development in electronics st.f. 35) 1560
Modified, new weaponry 100 1. For a project with much development is impossible,

Two versions instead of S 37 (SF, SH) 150 before the work lasted a few years, making accurate

wing Breakdowns 160 cost figures.

YES 37 Internal cannon 150

New development radar and other electronics 1200 2. If the schedule is stretched out in time, as was the case here,
Integration of missiles 120 the time the threats change and the new tactical
Further development of RM 8A to RM 8B 1070 requirements may apply.
Increased load spectrum, wing modification 130
3. An international comparison appears Vigg project as

a system with low cost, at least after the first three

Compared with hindsight, 15150 million. SEK (PN 89/90) have thus
years uncertainties. The reason the serial number was
typkostnaden increased by approximately:
reduced was not only cost but as much due to ramminskningar

70% 1963 26% 15% since

1965 since 1968 2%

since 1970 established by the Government. They planned, co

manlagda costs have thus reduced
since 1965. At one point, we notified the

Estimated cost range (million, PN 89/90)

Kalkylår Price / aircraft Price / aircraft calculated (Total framework series)

(Normalized to 329 FPL) Quantity

1963 40 47-50 831 33000

1965 70 80-85 720 50000

1968 85 91 -95 510 43,000

1989 100 100 329 33000

(PN 99/00) in

1989 125 125 329 41 000

165
Government money for the 175 first aircraft was enough
for another ten aircraft. FMV had to order five, the
remaining funds withheld by the government.
Comparison with the JAS 39 Gripen
Calculated average prices per aircraft (million,
PN 99/00)
In addition, other cost items in the Air Force, which can
not be attributed to a spe- cifikt systems, distributed in
any way. Here you have to decide on a distribution
method, which involves great difficulties. On what system
the costs shall be? Standing reorganizations in the
armed forces in recent years and changes in accounting
methods also makes it virtually impossible to get hold of
the necessary data.

Aircraft 37 aircraft 39
Kalkylår Price Kalkylår Price

1963 60 1982 130

Costs (billion, PN 99/00)
1965 100 1988 180
Development 19
1968 117 1990 185
329 series aircraft (including
1988 125 1997 200
amendments and typförbättringar

One can observe the same pattern in the series of before 1990) 46

prices. The collateral in the assessments is slightly better Further development and
for the aircraft 39. It had probably learned some of the 37 modification after 1990 6*
system. His attempt to put a fixed price early for Griffin Operation and maintenance, B and C levels 14
did not fall well. It was realized that the division of
Replacement Units and spare engines 3 **
responsibilities and powers between customer and
Personnel costs level A (400 div / year) 7
supplier applied for Viggen was better for all parties.
Fuel (582 000 flight hours) 5

* The calculation is based on the stated charges related to

Tufted total program costs certain years and an extrapolation.

Of the total cost of the 37-system until 1990 dominates
the entries for the development, manufacturing and
maintenance. They can be set with good accuracy
because the FMV continuous cost monitoring, at what
cost 1989/90 investigation was based, and
FMV-Operated underhållsav- splitter annual cost
statements at the maintenance levels B and C. The latter
accounts continued for 37-system's entire lifetime. You
can also enter with good accuracy personnel costs for
the A-level, ie the companies. The same applies to the
cost of fuel. Taken together, these records most of the
total costs.
What is not included is the cost of all the weapons,
most of which have been used in the past and later
airplanes, investments in buildings solely for this current
The system, maintenance and training equipment such
as simulators mm.
** Based on previous estimates.
Comparison of foreign aircraft
Figures of a financial nature, taken from open sources,
for foreign aircraft are in most cases very uncertain,
especially de- pending on the definition problems. If you
do not have the opportunity to take some of the
definitions and conditions need to be very careful with
any conclusions. It is
e.g. often unclear whether it intends to charge electric
smiles price, the level of prices and the currency
conversions made. One can not be sure of the costs that
go inside. Includes a dejected aircraft cost slightly more
than the cost range, eg a share of the development
costs? Refers to a value
so-called clean aircraft and how are such things as
weapons beams and weapons?
In connection with the free investigation 1989/90
Data was collected in twenty foreign warplanes,
American, brit-

166
 Monastic and French, about the same size class as ours.
The data were then corrections and supplemented with
data on new aircraft types. One conclusion of the report
was that it was not meaningful to compare anything other
than the stated range prices. From generation 29 J /
F-86, about 1950 and up to the generation YES 37 / F 15
in about 1975 was clear annual, real accession the
increase of series rates of about 12 percent. Then, of
course, remember to compare simple dagjaktflygplan
with sophisticated aircraft that can Operat- Rera in all
weather conditions. An impression was that the Swedish
aircraft compared with similar foreign aircraft, if anything,
was cheaper. Longer will probably not.
summary score
Aircraft 37 Viggen was a good war planes. Specified
performance metrics were met. But it took a long time to
cope with numerous errors and omissions. It was difficult
and complicated to handle problems with the engine, wing
rigidity, aerodynamic fixes, control, reversing etc. Difficult it
was even with the availability of the beginning of the joint.
A major problem was the error that occurred, often in the
air, and that could not be verified on the ground.
Viggen used extensively in
joint exercises with other
countries' air forces.
Photo: Emil Lindberg
Aircraft 37 was a big step forward technically
speaking. It contained more parts
167
components than J 35. The demand on the part became
larger to achieve acceptable values ​of reliability, MTBF,
for the total air plane. A generation from analog to digital
technology in electronics meant more efficient equipment
while lower maintenance costs occurred.
Sure increased costs to begin with. But few such
complicated systems as myck- et developments may see
a better view. It was in any case no kostnadsex- plosion
some smaller defense willing wanted to say in their
propaganda against the purchase of the aircraft. From
1965 to 1990 actually decreased the total, accumulated
and planned, costs due to both reduced number of
aircraft, but partly also in less eco- nomic framework.
AJ 37 with its weaponry and motme- part was a good
attack aircraft that met the requirements.
Reconnaissance versions SH 37 and SF 37 with its
various sensors and countermeasures were also
effective reconnaissance aircraft, collecting in vast
informationsmäng- der. YES 37 each, with their
weapons, pulsdoppler- PS46 radar and data link system,
for more than a decade the best European fighter plane.
The update to the AJS 37, AJSH AJSF 37 and 37
resulted in even better weapons, countermeasures and
efficient system operations. It became almost a standard
that corresponded to project A 20 from the 1970s, but
without the A 20's search capabilities. SK 37E could have
been longer as efficient noise aircraft, it was a pity that the
system was scrapped as early. The continuous update of
YES 37 increased combat value all the time that the
aircraft were in service.
If only the attack, school and spaningsflyg- plan had
been acquired, it is not certain that the Viggen been a
profitable venture because of all the technical problems
that arose. But if you look at the resulting ratio between
output and total cost for the entire 37 system must be
considered to be the preferred choice compared to a
foreign acquisition.
Sales Efforts
Saab was in the late 1960s established that war aircraft sized 30 mm Oerlikonkanon, a formidable weapon
manufacturer with three

various aircraft production and for some years was

marketed in parallel on the world market: Saab 35 Dragon,
Saab 105 and Saab 37 Viggen. competitors
When we compared ourselves with the potential of Ulf Edlund went out KTH

Then as now, the product features fold-term but there
were other factors were more important. One must
remember that in the then political situation (the Cold
War), the Swedish government are licensed up very
limited. The entire Eastern bloc, practically the whole of
Asia, including Southeast Asia and Arab countries was
prohibited areas that, like most countries in South
America. The sale of Dragon to Denmark in 1968,
however, had a great psychological significance seeing
as it was previously common to hear that Saab / Sweden
could never sell to a NATO country and that it really was
only Switzerland and Austria who were potential
customers.
competing species, it was an airplane that was spe- cially Flight 1963. He then
worked at Saab until
interesting and we counted a lot on, French Dassault
2003, mainly with the
Mirage F.1. The type was in France intended as a
design of civil and military
successor to the Mirage III, which in turn was a direct aircraft. He is chairman of
competitor to the Dragon. Mirage F.1 and the Tufted the Swedish Aviation
developed largely parallel and competed with each other Historical Society (SFF).
throughout the 1970s. Mirage
F.1 had Pilvinge with conventional tail portion compared
with Viggens nosvingekonfigu- configuration. The aircraft
was also significantly lighter than the Viggen, mainly due
to a simpler, lighter engine and the low-speed and field
performance is not emphasized in the original French
specification to Dassault. Mirage F.1 was like the Viggen
a typical "multi-mission" aircraft and were in different
versions for the attack, hunting and reconnaissance.

Interest in the Viggen increased significantly since

the first prototype arrived in the air in 1967, when Erik Mirage F.1 was undoubtedly an elegant airplane and
Dahlström two years later showed the aircraft at the air when they saw two planes close to each other in such an
show at Le Bourget in Paris started marketing seriously. I air show was a bit like comparing a French thoroughbred French Mirage F.1 was
contemporary with Vig- gene
was at this time "Manager A / C 37 Viggen, Technical with a Swedish Ardennes horse. But when they later saw
and a troublesome competitor.
Sales Dept." and worked among others export the Swedish pilot could Photo: SFF archive
specifications for various potential customers, competitor
studies and sales presentations.

Viggen presented for at least the fol- lowing countries

(in alphabetical order): Australia, Belgium, Denmark,
France, Italy, Japan, Netherlands, Norway, Switzerland,
the UK, Västtyskand and Austria. In some cases, it was
clear that it was not worthwhile to make the effort but
some coun- tries were processed properly.

It was soon apparent that AJ 37 had a too specific

Swedish profile to be really interesting and aircraft lack
the gun was a major drawback. YES 37 however, was a
particularly konkurrenskraftigden

168

Lockheed Lancer, the manage their aircraft in the air, especially at low speeds,
intended successor to the
did all the Viggen was an aircraft with exceptional
F-104 Starfighter, got no
further than the planning
qualities. At an exhibition at the Paris banned items
stage. Photo: SFF archive Viggen to perform a special operation, a very
hafnium-term wing tipping, as the Mirage F.1 tried to
copy with almost disastrous results. Ma- növern was
considered too dangerous (at least for the Mirage F.1)!
The potential client requirements were often very
vague, which meant that we had to gain ground,
sometimes in some odd way, and analyze additional
aircraft. Relatively accurate calculations were made on
the McDonnell Phantom, SEPECAT Jaguar LTV A-7
Corsair II and American project that Lockheed Lancer, a
planned development of the F-104 Starfighter, Northrop
Cobra, who several years later developed into the F-18,
and last but not at least F-16, which was the actual
seller. Read more about this in the section on the century
gun shop!
The Russian aircraft were rarely competitors to us on
the world market, but they obviously studied elsewhere in
the country as shown by the Jerk Fehling article. MiG-23
Flogger, the MiG-21's successor, appeared sometimes
up to a possible Tufted Competitor. Aerial plane
developed simultaneously with Viggen and Mirage F.1
Viggen and I-23 were heavier than Mirage F.1, largely
due to requirements significantly better field performance
than earlier Dragon and I-21. The Russian solution was
variable geometry with swivel wing. Mig-23 and Mirage
F.1 was sleeker than
169
Viggen because both aircraft had clean jet engines. They
also had variable air intake, which together resulted in
very high rated maximum speed at altitude. Viggen with
its simple pitot intake could not fly as fast but accelerated
better up to the speeds that are actually needed. When
we presented Viggen stressed we always how important
it was to look at the loaded aircraft values ​and not only of
directory information, which is almost always showed
figures for the "clean" aerospace plane, often even
without weapons pylons. Viggen pylons were fixed in the
hull, but it happened to us by "försäljningsteknis- ka"
reasons "fitted out" them to make accurate performance
comparisons.
Hunting Viggen came apparently, despite their lower
nominal maximum speed, much faster to shoot at targets on
height. It was a fact that the Mirage F.1 maximum speed of
11 km, Mach 1.86, almost theoretical. The fuel was not
enough for the aircraft with four missiles could reach the
speed of an emergency starting.
System-wise, the Viggen superior and represented
its integrated digital Systeme something completely new.
At first it was difficult to get the prospective customers to
understand what a big step Viggen system really meant.
It was easy to compare numeric values ​on weights,
speeds, ranges, etc., but much more difficult to quantify
system performance and man-machine adaptation. Our
data Viggen low maintenance costs were accepted often
not in customer evaluations. The data were difficult to
coat, despite the good help of Swedish Air Force, and
most of the time they used only a percentage based on
aircraft weight.
Australia
Australia sent in early 1970 out of a list of questions to
various aircraft manufacturers as a first step in the process
of acquiring new fighter aircraft as the successor to the
Mirage III, which the Air Force when operated. It was
pointed out that Saab did not have to answer if you do not
expect to get an export license by the Swedish
government! Saab was given permission to
 The table shows a comparison

YES 37 MiG 23 Mirage F.1 that was made in 1976 when

the known data on the aircraft.
Traction, off ebk bp 7350 8000 5015
Traction, lit ebk bp 12750 11500 7200
Starting weight, pure FPL, kg 16200 15000 11 100

Max starting weight, kg 22500 20100 16200

Max speed, clean FPL, 11 km, Mach 2.0 2.3 2.2

The following information pertains to aircraft armed with four missiles:

Time from start to Mach 1.6 at 11 km, my 5.5 8.5 18

Acceleration at Mach 1.6 at 11 km, m / sec 2 1.0 0.7 0.2
Max speed of 11 km, Mach 1.82 1.93 1.86
Swing speed at Mach 0.8 at 0 km, g / sec 12.7 17.5 13.0

submit secret documents and in December 1970, we
presented Viggen in Canberra.
It was clear that the Australians took us seriously, but
also that it was awaiting a decision on YES 37's final
specification, as it was primarily a fighter who would be
replaced. It was felt that the system design was very
advanced but the need for built-in cannon was absolutely
and in addition it was considered necessary to Mach 2+
performance. Rack width was as always an issue and
expressing some surprise at what one thought, weak
load factor range as been used for strength design. The
did not help that our military "door openers"
former Air Force General C. H Nordenskiöldsgatan,
assured that the Swedish fighter pilots had never
managed to break a Saab Aircraft however much they
tried - and they did. None of us anticipated the time what
would later happen!
The official specification was released in late 1971
which stated that deliveries of the new aircraft would
begin around
1976. In March 1972 handed over technical input
information and pricing on Saab 37AU which was later
supplemented with proposals for cooperation with the
Australian the aerospace

Viggen was shown at

international air shows
for many years and
always impressed the
visitors ....

170
 industry. This first round resulted in Viggen, Mirage F.1
and the American project Northrop Cobra went on.
A formal offer which included 27, alternatively 67, or
a maximum of 127 aircraft was submitted on 11 May
1973 and marked the start of intensive work. It was clear
that offertvär- valuation is applied not only to the aircraft
system. Equally important was sysselsättningsaspekt- for
the Australian aviation industry and the opportunities to
further develop this. Australia were invited to participate
in the development of aircraft and licensed production of
the engine and the production of certain electronics.
Viggen 37 AU was based on YES 37 but relatively
extensive changes were necessary in view of the
demands for higher speed, another beväp- up, longer life
etc., Saab invested big money in the development of a
new variable oblique shock intake, which was necessary
to fly Mach 2 +, in collaboration with the Ameri-
Grumman.
The Australians came back in 1976 and then received
price information concerning AJ and JA 37, as a more
advanced 37AU considered
... and Mirage F.1 Photo:
SFF archive.
171
be too expensive, the request came in the first round 72
aircraft. Admittedly contacted virtually every potential
supplier but it was obvious that the US aircraft was
favored. Höghöjdsprestanda and scope were considered
Viggen weaknesses. It all ended with Australia in 1981
ordered 75 US F / A-18, which began shipping
1985. When the first request came to us in 1970 stated
that the first delivery önska- in 1976! Military aircraft
business always takes a long time.
West Germany
Just as Sweden studied the successor to Lance and the
dragon already in the 1950s began in Germany reflect on
the F-104 Starfighters successor almost before the
aircraft come into service in 1962. The resurrected
German aviation industry was able to build test aircraft in
a manner that of course it was economically impossible
in Sweden. It was like in Sweden is very concerned
about the air base vulnerability and explored ways to
operate from short fields (STOL) or no lines at all
(VTOL). Two VTOL aircraft came to flying, VJ 101C and
VAK 191B, but only as försöksflyg-
plan. As in Sweden, it was realized that it was more cost
economical to specify STOL performance, which after
many trips resulted in the so-called MRCA project or
Tornado, together with Italy and the UK. Cards Field The
problem here was dissolved using rotatable vane
(variable geome- try, VG) that is the technology applied
in the US on the F-111 and F-14.
Before decided VG also looked at nosvingealternativ
and here Sweden and Viggen into the picture. Saab had
a very energetic representative in Germany, Carl
Clemens Bücker. Bücker had founded the Swedish Aero
in Stockholm in the 1920s and returned to Germany in
1932, then ASJA, Saab's predecessor in Linköping took
over the company. Once in Germany was established
Bücker Flugzeugbau where the Swede AJ Andersson
soon became chief designer. AJ was responsible for a
series of classic skolflyg- plane that made the name
Bücker well known throughout the aviation world before
returning to Sweden and Saab 1939. The business never
started after the war, but the 1953 AGE-conditioned
Bücker of Saab in Germany and was, among other
things commission for the Sapphires were sold to Air
Hanseatic as training aircraft.
Bücker had very good contacts in Bonn and worked
hard to sell Vig- gene concept. Secondly, he tried to
interest the Luftwaffe, and secondly, he tried to establish
research and industrial cooperation. In some circles,
according Bücker, a lot of interest. His big problem was,
however, that the Swedish interest even leaving the
necessary information was limited. Germany had priority
as a customer and they wanted
even get paid to provide certain documentation which of
course angered the Germans.
1969 MRCA regarded officially as a safe project, but
the attacks were continuing process internally in
Germany because the costs only increased. Bücker
urged those who
172
he thought, lethargic Swedes and felt that it should still Tornado aircraft was first
developed in an attack
be opportunities for Vig- gene. In mid-1970, he noted,
version for Italy, the UK
however, that it is now probably too late, the project had and Germany. Hunting
come too far. version procured however
only in the UK.
The costs of the MRCA continued emeller- time to
increase and there were forces in Germany as late as
1974 tried to stop the projection capacity. Some contacts
were also with FMV and Saab to see if it would be
possible to launch Viggen as a replacement, which
naturally was not very realistic.
Switzerland
had at this time a relatively large aircraft weapons but the
majority of the planes were old. In the early 1960s, was
purchased at nominal 100 Dassault Mirage III, possibly
questionable, was considered better than our Swedish
drag-ken. The transaction was named "Mirage scandal"
when it turned out that the deposed budget was woefully
inadequate when ändringskostna- der was added. Air
Force Chief and other potentates heads rolled, but no
more money was not. The result was that one-DAST 57
aircraft could be purchased.
Now it was time for the next award, initiated in 1966,
and in 1968 began a large evaluation period to determine
which attack aircraft that would replace 200 very old de
Havilland Venom DH.112. Initially studied not less than
nine planes: Dassault Mirage M5, SEPE- CAT Jaguar,
Fiat G.91Y LTV A-7 Corsair II

LTV A-7 Corsair II, here in the
Greek aviation Force colors,
were outsiders a completely
incomprehensible huvudal-
alternatives in the first Swiss
the evaluation.
F-5E Tiger II, who after
many trips purchased by
Switzerland.
Northrop F-21-21, Douglas A-4E Skyhawk, Saab 35X,
Saab AJ 37, HS Harrier. The new attack aircraft could
attack sharply defended ground targets, able to defend
itself and also protect other aircraft with lower
performance. The allocated budgets ten were totaling 1.3
billion SFr.
To minimize the risk of a new scandal collaborated
Department of Defense with the Institute for Operations
Research at the University of Zurich. This resulted in the
least extensive question lists to be answered and then
processed. First, the result was that the two aircraft
appeared to be the best: A-7D Corsair and G.91Y. All
outsiders were surprised to say the least. Two subsonic
aircraft including the A-7D, almost could be seen as an
expensive bomber with great range and so G.91Y, a light
attack plane in the class with the export version of the
Saab 105!
This started a big fight in Switzerland, it had to do the
evaluation, is now additionally with Saab 105XT! The
only plus sign with a 105-ball was that you could buy
173
upwards of 200 aircraft for the assigned PENG are
compared to perhaps 35 or 40 A-7's. This round ended
with a fly-off between the A-7 and Mirage Milan, a new
Mirage III version. Now widely tipped to LTV's A-7D
would be bought, but at the eleventh hour supply was
announced early in 1974 that further evaluation would
concentrate on American North- cries F-5E Tiger II, but
in parallel also would look at including Saab Viggen.
There was no longer talk of replacing Venom as attack
planes, it was time for a new fighter.
Dragon version 35X suited egent- probably the first
specification, which concerned an attack plane, the best
since the 35X was a simplified attack version of the
Dragon, snar- like the Danish attack version 35XD. When
in Switzerland eventually drifted over to a fighter aircraft
specification suited YES 37's excellent properties and
jump steps. Great efforts were made to secure a position
of BE Viggen, especially as JA 37 was superior Mirage
F.1, which appeared to be the main opponent.
The decision to then focus on the F-5E, a simple
dagjaktsflygplan, was considered incomprehensible not
only in France and Sweden, but also by many in
Switzerland. In a letter to Saab ex- plained the head of
GRD Gruppe für Rüstungs- Dienste, the Viggen was
certainly better than the F-5E but that they would get more
planes if you bought Tiger. The goal was still pending and
would be unexpected things happen, it was hoped that the
good relations with Sweden would remain!
Saab did not give up and published, among other
things a White Paper, Information über den Flugzeug-
market, with the "facts" of the case. The book was
distributed to selected individuals, since it was clear that
there would be a political decision. This caused problems
for some people who felt that the decision was already
made, which is very likely already was. The AN tyddes
also when it would be time to replace the Mirage aircraft
in early 1980 take-let should be time for Saab.
Switzerland finally bought 1976 F-5E Tiger
II. In the first procurement ordered 72 and
A few years later another 38. The first aviation planes
were delivered in 1978. In mid-1980 take-let started the
process to determine EF terträdaren the Mirage III.
Eventually, after much decision this time the American F
/ A-18 Hornet. The French protested loudly as usual.
Austria
When Austria was able to build up their own air force in
1955, when the country became self ever again after
World War II, one can say that Saab quickly established
itself as the main supplier. It began in 1960 with an order
for 15 used the Saab J 29 barrel. The order was
supplemented a year later by an additional 15 aircraft.
The next purchase was the Saab 24 Safir delivered
1964-65. The barrel had to be replaced soon and the
Dragon was seen by Saab as the natural successor,
clean. The aircraft was presented in Austria in 1967 but
the Austrian defense was not enough for the Dragon, but
well into the purchase of Saab 105Ö, ie the sharpened
version with the GE J85 engines. In a first round was
purchased 20 aircraft and later another 20 delivered
1970-72. The type intended to be used as training
aircraft and which readily attack and reconnaissance
planes, ie the rol- smiles as in Sweden. Now the J 29: s
taken out of service and a modern fighter was
considered a necessity to monitor and defend the
Austrian airspace.
The, as it would appear, a record-long process to
come to a jaktflyg- plane orders continued and in 1973
began to seriously study possible solutions. The intention
was to get 18-24 planes and candidate the candidates
were the usual, Dragon, American F-5E and French
Mirage III. The Swedish The offer process, which was
presented in January 1974 was initially used twelve J
35B which would cost 22.5 million Austrian Schil-
development (OS) each. The Swedish crown was worth
4.30 ÖS at this time
The Austrian Defense Minister was satisfied with this
but it was obvious that both the Americans and the
French processed
174
various rulers hard to sprinkle sand in ma- skineriet.
It was suggested in the press that favored Air Force
F-5E, which was reported to be 50 million Os. The
Americans tried to make a large number of F-5E was a
twin-engined, and had the same type of engine, GE J85,
which is 105-ball, which should mean significantly lower
maintenance costs than if the dragon was chosen. Saab
countered by J 85 with EBK as in F-5E, was very
different from the motor version that worked so well in
the Saab 105 and therefore would in fact result in higher
maintenance costs as Dragon only had a motor. The
argument was probably not quite crystal clear from any
side.
Saab's representative in Vienna, Karl Vogou reported
to Linkoping on the sensitive situation became even
more interesting when the DAS sault also now offered its
new Mirage
F.1, i.e. equivalent to Viggen. Price image in the middle
of 1974: Mirage F.1,120; Mirage III, 39; F-5E Tiger 33
and Dragon 35o, 23m Os. The Austrian pilots were very
impressed by the F-5E's svängpres- tanda since the
classic air battle at this time again become fashionable.
In all other respects, the F-5E worse than the Dragon.
Vogou thought now that there should be time for
Saab to offer new aircraft as well, why not Viggen?
Maybe it was economically sensible to used aircraft yet,
even though it was well known that the Bundeskanzler
Bruno Kreisky favored Sweden could not be assumed
that everything would work out. As it now began to look
as if the purchase would be further delayed nat one
might imagine a different solution: Sweden would rent
out the dragon during a transitional period before
Viggenlevereran- prices could begin. So was it too! An
Austrian delegation came to Sweden in March 1975, and
it had among others fly Viggen on the seat. A large
demonstration was held in Austria in April where
Karl-Erik Henriksson, Saab's chief test pilot at this time,
de- monstrerade Viggen in the air in a usual impressive
manner.
On 21 April 1975 quoted Saab 24 Viggen 37o 900
million, ie a unit price of
37.5 million SEK, with delivery starting in mid-1980,
Austria was also offered to rent 15 pieces J 35BÖ for the
period up to delivery of the tufted duck aircraft. 37o
corresponds essentially Swedish JA 37th
Everything now looked very good, but because there
would be elections in Austria October 5, it was obviously
impossible for the government to make a decision before
then. The choice went to Swedish eyes good that Bruno
Kreisky and his government remained, but it was
considered in Vienna necessary to wait at least until next
year before any new discussions could start. Meanwhile,
Saab busy to answer questions why the F-16 and
Eurofighter, Saab is not, ie, YES 37, had won the "Each
year hundreds dets arms deal" and also why wing
offense resulted in a long grounding in Sweden. This
course used by competitors in their campaigns. When
mineral litärens account of its evaluation of the three
aircraft it became clear that the Viggen was
recommended in the first place. Viggen was admittedly
slightly more expensive than the Mirage F.1 but better.
1978 however, it was time for a new round and it was
declared as the Austrian side of the Viggen was regarded
as the only friendly alternative when / if it would be
hunting aircraft purchases. Saab was asked to gradually
polish up the German language skills demand as
prospective customers for the most part could only be
expected to understand German.
There was no deal this time either, but "already"
1983 Saab submitted a new offer for 24 aircraft, not
Viggen but nyöversedda, used J 35D, which is the
income related to the purchase. Deliveries began in 1987
and the aircraft was used very successfully until 2005.
In the late 1990s, Austria re planning for a new
fighter aircraft. Sweden could then offer the JAS 39
Gripen. As part of the transition to this new generation of
aircraft, it was agreed that the east
175
rikiska pilots would be able to operationally fly YES 37 in
Sweden and thus get an introduction to the use of
modern aircraft systems. More about this can be read in
the "With 2300 kilometers per hour through the clouds." It
should well be added that Austria eventually actually
bought a Eurofighter, but not used, such as YES or 37
new Gripen which of course would have been logical, but
well-built German Eurofighter Typhoon. Nothing is
impossible in Austria!
India
Already in 1971 wanted India to get information about the
system 37 for possible evaluation. Sweden then
announced that it is currently not possible to provide
more than open data Viggen.
One of the reasons was a judgment "that AJ 37 was
not suited for Indian circum- stances with regard to the
prevailing climatic circumstances of mm" India bought at
this ti- it largely armaments from the Soviet Union, but
was unhappy with the sup - port that gave the Russians.
In some circles it was felt that neutral Sweden had
defense systems that should fit. The thing is that the
Prime Minister of India, Indira Gandhi, had good contact
with the Olof Palme which, in India, considered a plus
and should pave the way for Vig- gene.
A new request was made because in 1974 vil- ken
led to a Saab delegation in January 1975 met with the
Indian Minister of Defense. You got to take home a list of
questions about Vig- gene and its performance, which
were answered in April. The answers led to several
meetings, sometimes at very high level, and in August,
India requested a quote on 40 Viggen. Krigsmateri-
electrical spectrum pennies left the state for the delivery
of a limited number of complete aircraft and the plan was
to India then would gradually build up its own production.
The Indian specification concerned an at-attack aircraft,
so a slightly modified AJ 37 victims were. Short delivery
was important, and they wanted to get the first aircraft
within 24 months.
But Sweden was not alone and Gradually cleared
competition. It turned out that, as usual, the French
Mirage F.1 was relevant now with the British-French
SEPECAT Jaguar. Jaguar marknadsför- des by British
BAC because Dassault cooperating with BAC Jaguar
preferred to sell their own product. Both aviation plan
was by now well known, and they knew the Saab Viggen
reasonably should suit India very well. The first Indian
evaluation also showed that the Viggen operationally and
technologically superior to competing species. "Informed"
sources indicated that the package price for 40 aircraft is
2 000 million for the Viggen, 1800 for Jaguar and 2100
for the Mirage F.1.
The next step was that Indian evaluators 1976 came
to Sweden to, inter alia, fly on the seat. They had various
comments, which required modifications, but they
continued the discussions in 1976 and 1977 showed that
it was possible to offer India an attractive aircraft. The
foundation was certainly AJ 37 and its electronic
systems, but because the aircraft was changed radically.
As a firm Cannon installation was required, it was
concluded that the best solution was to JA 37's body with
Oerlikonkanonen and combine it with AJ's wing. The
engine installation received are adjusted because it kept
RM 8A. A lot of equipment must also be changed. It
ensit- siga version called 37V-A and one spe- cificerade
also a SK-version 37V-AT, which was very similar to SK
37th India wanted direktle- veranser of 40 finished planes
but wanted then go over to the licensed production of
130 aircraft. They were also keen to get the aircraft very
quickly.
Two alternative bids submitted on 15 March 1978.
Option A means that the first 15 aircraft would be taken
from current production to the Swedish Air Force, and
that deliveries would start only six months after the order.
These aircraft were later modified to the specified output
live. Option B meant that the aircraft initially came under
the Indian
176
specification and with the first delivery 24 months after Jaguar was originally
developed for use as
order.
advanced skolflyg- plan
The average price of the aircraft as the B-friendly alternative and attackflyg- plan in
for 46 million. France and the UK. India
acquired a total of 168
The Viggen was a lot of equipment of US origin
pieces, of which the
which meant that Saab must have permission from the majority were license-built.
US government to export the aircraft. The Indians
thought at first that this was a big problem but changed
its mind during the negotiations. Saab took early the
matter with the Americans and quoted as no negative
reaction. It therefore sent in March 1978 a "Request for
re-export license and authorization" to the United States
with a formal listing of the equipment as it came. The
main component was of course the engine, RM 8A.
Although the aircraft engine had transformed a civilian
American motor to a ebkförsedd military engine, here-
stammered the US
It turned out, however, that the new ad- ministration
under President Carter had a completely different view
and under the hand Saab was out of state probably
would be if India would choose Viggen. Despite
persistent Swedish courtship in Wash- ington, the
answer was negative and Viggen was eliminated.
Nobody can determine with certainty if Saab had
received the order if this had not occurred, the aircraft
business at this level anything can happen, though.
however, one can say that Saab 37V-A was a better
weapon systems than the Jaguar, who was the Indian
elections
 Royal Air Force and the Viggen

Ulf Edlund went out KTH
Flight 1963. He then
worked at Saab until
2003, mainly with the
design of civil and military
aircraft. He is chairman of
the Swedish Aviation
Historical Society (SFF).
If someone in the early 1960s had said Viggen could be
interesting for the Royal Air Force he had probably been
laughed. The circumstances did however different Tufted
Versions for a period was actually of interest.
1967 was a precarious situation in the UK. The highly
advanced attack plane TSR.2 had been closed in 1965
and an attempt to reach replaces starter. A planned
order for a total of 400 F-4K / M Phantom II RAF and the
Royal Navy was reduced to 170 aircraft due to too high
development costs. Instead of buying existing versions of
the F-4 wanted to install Rolls Royce Spey- engines on
the paper offered offers certain advantages. The result,
however, was that it had to change a lot more than what
was planned and unfortunately also the performance
deterioration. The total budget had not exceeded and
after the calculation showed that the unit cost for the 170
aircraft, as the money was enough, was three times
higher than if you had bought already developed
versions!
mit in the air. Among other things, took two engines and
a crew of two. Scope The requirements were very high.
The specification was virtually identical to the AFV e's
and reflected contemporary British superpower
ambitions. Two engines and a crew of two was a
consequence of the wide scope. Some claim to this
effect to the direct weapons effort was not. It was also
suggested that the requirements might be revised.
Tufted options
In a few weeks the rapid projected at Saab three (!)
Possible Tufted versions for the RAF which was
presented at a meeting in London August 18, 1967. The
goal was traded at a high level and stressed that only
those with "a strict need to know" had to be inblan- Dade.
The Swedish attended Lars Brising and Gunnar Lindqvist
from KFF and Tore Gullstrand and Olle Esping from
Saab. From the British side, more than 20
representatives from the Defense and technology
departments with two generals from the Defense
Department in the lead. The three versions were:

Plans to develop a new advanced attack aircraft,

AFV e (Anglo-French-Vari Variable-Geometry), along
with France had also failed. Politicians favori--based
Franco-British cooperation projects and the idea was that 37XE-1 Single-engine with an improved RR Spey, RB
the two countries would jointly develop AFV e, the 168-62R, and increased fuel amount, otherwise a
smaller attackpla- net Jaguar and especially civil virtually unchanged AJ 37th
supersonic Concorde. It was thought that the UK would
lead the development of AFV e, but not unexpectedly
37XE-2 Single-engine Bristol Olympus
dismissed this by Dassault on their own in great secrecy
B.Ol. 22R, elongated body and increased fuel lemängd.
took up an own VG aircraft, Mirage G. This was the end
of AFV e-work. It had also placed an order for 50 US
F-111 aircraft, but the project was plagued by major 37XE-3 Dual engines with RB 193, a proposed new

development problems and was considered risky. engine by Rolls Royce, elongated body and substantially

enlarged internal fuel. Only 37XE-3 corresponded fairly

the claims presented. According Brising, who wrote a

detailed reserap- port, there was an intense discussion.

For this meeting had no costings of hundred nits with, but

Would maybe a custom Viggen be a solution? A
Brising mentioned at the table
specification was sent to Sweden, but it was easy to see
that it did not fit into the AJ 37, whose prototype has just
com-

177
 AJ 37 37XE-1 37XE-2 37XE-3

Length, m 16.15 16.15 18.30 20.50

Engine RM 8 RB 168-62R B.Ol.22R RB 193 37th

Traction, uebk bp 6670 7 030 7595 2x4 660

Traction, EBK, kp 11790 11340 13860 2x8 000

Operational empty weight, kg 10 570 10480 11880 12135

Inner fuel, kg 3950 4445 7 030 7510

Starting weight pure FPL, kg 14520 14925 18915 19645

Maximum speed, Mach 1.85 1.56 2.08 2.5+

current values ​of AJ
Maximum range, km about 2500 3900 5050 5370

some numbers with many reservations. It was obvious
that the military leaders wanted to continue with the
one-sided development of AFV e and that for
psychological reasons not going to change this two US
options existed with and you could except Sweden also
consider working together with West Germany and
possibly Italy.
(Brising had visited Germany earlier this year and got the
impression that the conditions for a British-German
development was not particularly favorable).
It was on the British side want to continue the conjunction 1967
discussions and the next step was a visit to Sweden at
the end of September, where the calculated cost of
alternatives

Viggenver- sions

for the "UK-based"

different aircraft! Data

. This is presented
aircraft versions for the
RAF in August

1967. Three very

178
This drawing of FPL reported. True, it was only realistic to assume that the
37XE-3 explains perhaps
British aircraft were produced under license in the UK,
why the version was called
but to get a reference estimated following of charge per
the double-barreled gun.
aircraft at a hypothetical production of 200 aircraft in
Sweden:
37XE-1: 7.5 million. SEK 37XE-2: 9.5
million. SEK 37XE-3: 11.5 mill. SEK The cost per
aircraft included the additional typkostnaden for the
different versions. To get a complete aircraft advent
avionikkostnaden 2.2 million. SEK and engine cost. If
we had been content with an unchanged AJ 37 so had
the production cost of a series of 200 additional aircraft
have been 6.5 million. per aircraft, excluding avi onik
and engine.
37EX-2 and -3 could in practice be regarded as new
aircraft as well by the figures in Table comparison. The
values ​given for the AJ 37 reflects the situation in 1967,
some changes were made before seriele- veranserna
started in 1971. One can notice that the engines in
37XE-1 (RB 168) and 37XE-2 (B.Ol. 22R) was precisely
the engines sat in the two "finalists" in 1961, the project
1508A2 and 1562. It was only the development of the old
evidence! To improve the speed performance the height
was fitted 37XE-2 and -3 with oblique shock intake.
Especially 37EX-3 had been an exceptional aircraft and
called internally at Saab "double shotgun". It's easy
179
To understand why when you see the sketches.
BECAUSE scope was perhaps the most critical
parameter was introduced to the inclusion of four folding
extra tanks at the ferry flights.
There is no documentation of the reactor tion on
September presentation, but it is reasonable to assume
that the engine issue contributed to the interest waned.
37XE-1 with a Spey- motor which required a further
development, would reduce performance than 37. AJ
37XE-2, with an Olympus motor whose development stops
the pat 1965 with the buried TSR.2, and 37XE-3, with a
completely new engine, of course, was not obvious
attractive projects to invest in.
New investment
The next attempt was made in 1968. The British then had
canceled the 50 F-111, which had been ordered last year,
but was considering joining the international working
group set up to study and define a successor to the
F-104G. West Germany, Belgium, Italy, the Netherlands
and Canada had started the Work is carried out with a
view to developing a single-seat attack aircraft. The
project eventually became the two-seater MRCA Tornado.
Without access to a detailed British specification
defined two new versions of Viggen that had similarities
with the then prospective performance of JA 37. The
aircraft had over 37 AJ pointed radome, oblique shock
intake and various other changes to improve the audio
performance. They had by this time begun to study
various more or less fixed cannon installations
and 37XE offered with a 20 mm cannon Vulcan-. The idea
was to set up the cannon ice-binding site for the normal C
7-beam and having ammunition, 1000 cartridges, in a new
utfö- generating additional tank. In addition to the
ammunition magazine could have fuel or reconnaissance
equipment in the tank.

Two motor embodiments studied. In connection with

investigations YES, now had started examined
sharpened embodiments of RM 8 and a variation, RM
8-1 was proposed as an alternative for 37XE. The
second friendly alternative was interesting, it meant the
engine was in fact a proposed development by Bristol
Pegasus, that the engine was in the Harrier. On paper,
the engine, which had been designated BP30R, very
interesting: it was considerably stronger than RM 8, had
less fuel and was even easier. EF tersom the project was
special for Viggen would also have been possible to
install it without too pervasive skrovänd- rings. The
preliminary cost calculations showed that it would cost 80
million. SEK concerned to develop variant with RM 8-1
and 40 million more if BP30R installed.

Before the new versions could are presented for the

British could be in the UK decide to join the MRCA the 37XE was intended primarily
as attack planes and it was
projection Tet why it all died out.
therefore important to
introduce flexibility with
different weapon
configurations.

The proposed design with

a Vulcan cannon and
ammunition in the extra
tank must be regarded as
the original.

180

After reserve service (500
hours A32A) joined in
January Hull at Saab 1963
mission analysis Viggen.
Later on, inter alia, Head of
Contract Department, CFO NATO countries, although perhaps we had best five
of Squadron, commercial
director for Euro Plan
project, seven years at
Data Saab and head of
Saab-Fairchild HB. Active
in the US since
, 1986.
The new Ameri- aircraft,
YF-16 and YF-17
(image), the changing
overall position of the two
European competitors
are, Mirage F.1 and Saab
37 Eurofighter.
Photo: SFF archive
Century Coat business
It was early January 1974, I was called to a private meeting
with former Saab chief, Curt Mileikowsky. I had the honor,
pleasure and, sometimes, the pain of working closely with
him in several business since his arrival at Saab as CEO in
1968.
It was with mixed feelings that I heard my president to
declare that Saab would bet that sell Viggen to four
percent chance of winning. He offered me to lead this
project, with an emphasis on marketing Bel- Gi, who put
it mildly, was politically complex, as well as the
necessary industrial compensation program, which so far
was just sketching magnificent. In my new role, I
reported formally to the air division marketing manager,
Harald Schroeder, who in turn reported to the divisional
manager, Tore Gullstrand. In reality came Harald
Schröder to be most active as support at home for the
compensation program and channel FMV while
Mileikowsky took a particularly active role in the political
processing, both in Sweden and in client countries.
Viggen competition
Faced with what was called the Century vacuum penaffär
had Saab's small export department,
181
mainly by Olle Wirén, for years cultivated contacts on
saknivå with the air forces of Belgium, the Netherlands and
Norway, and has maintained good contacts from Dragon
time with the Danish Air Force. Tenders were submitted to
both the Netherlands and Belgium in installments in 1972
and 1973 but it was not until 1974 that it became real
momentum. The specification of the customer countries
developed were not ideal for Vig- gene. It was most
focused on a fighter jet in an environment with its own
dominance in the air and the strong influence of American
thought passages. What we saw as Viggen control ka, such
as versatility, short runway performance, allvädersförmåga
and cargo capacity, was not decisive.
Of the amount of aircraft types that output raters
studied remained at the beginning of 1974, only four US:
YF-16 and YF-17, French Mirage F.1 and Viggen. The
general political picture looked both we and others as a
major weakness for Saab Viggen: four NATO countries
and non-aligned / neutral Sweden against competitors
from NATO countries (or almost, for France).
Add to that another political bond, hardly robust but
no less real: In the mid-70s were in leading positions in
NATO countries officers who served during World War II
as a young subalter- down. Many, especially in the
Netherlands and Norway, had a strong solidarity with the
United States since that time.
What was seen as Viggen, Saab and Sweden's
weaknesses must be countered and / or offset by other
aspects of the program. Industrial policy was such as-
pekt. Major arms deals since the 60th century has
required a financial kompensationspro- program that
reduces the negative fiscal and currency effects for the
customer country.
The compensation may be direct, which means that
the customer country's domestic industrial enterprises,
the direct suppliers to the aircraft program.
The less technically
advanced country is, the harder it is GI vetvis to achieve
a high degree of compensation. Beyond the direct
compensation may be indirect compensation in the form
of product purchases or increased employment by
factory location cart country. The indirect compensation
has no effect on a flygvapens preference for an aircraft
but can strongly influence the politicians who will decide
on the final allocation.
Output Mode
Client-side evaluation was led in early 1974 by Belgium
and the Netherlands, Denmark and Norway as observers
since they had not yet committed to actually AN acquire
aircraft. By the middle of the year there was this bond
and the Danish and Norwegian participation in the
evaluation were active. The Norwegian flights General
Sven Hamre became also chairman of the joint
evaluation deringsgruppen, the Steering Committee. The
combined acquisition plan was to comprise 348 aircraft,
a huge business with every footstep.
Since Denmark and Norway in startske- the 1974
passive, were Belgium and the Netherlands, the
apparent targets of the first set of interests. We
understood our position in Holland was politically and
industrially generally positive and that the Air Force could
accept Viggen, although it is probably preferred a the
Americas rikanskt aircraft. We judged that Dassault had
strong advocates there. Overall, we saw the situation in
Holland is relatively straightforward, but internal conflicts
be- tween different stakeholders.
Belgium was the exact opposite. I had previously had
dealings with Belgium but realized only now how
svårgenomträng- Resistant apparatus of power each. All
political and other life was strictly divided into two
ethnic / religious / linguistic phalanx-
engines; Protestant Flemings (with their Dutch dialect)
and Catholic, fransksprå--speaking Walloons. Each
political party and each national union, many of which
had strong industrial and political influence,
182
had a Flemish and Walloon branch. The Walloon
interests seemed to have the most influence in the
country. Brussels was officially tvåsprå- kigt while the
rest of the country was divided. Each ministry had at
every level officials from both groups who guarded each
other. The country was also the obvious main target of
our marketing efforts in the near term and the most
proactive in the evaluation process, which is also mainly
made in Brussels. Belgium was extremely frankofont, in
other words, expected receptive to French arguments
and pressure. In addition, NATO's headquarters in
Brussels and the United States a large Embassy in
place. This meant that American actions by competitors,
which always had strong support in the coordination of
the US State Department, the first to show up in Belgium.
We had no choice, we have to concentrate ourselves on
Belgium.
Marketing Resources and Activities
Contacts with client countries flygvapens operational
agencies (which in 1974 was no longer the main focus of
our needs) were handled previously by Olle Wirén on air
division's export department. For the new ways to market
rates outside these instances we had, besides me, no
own resources. We were emel- lertid fortunate to find two
valuable resources: Swedish Embassy in Brussels and a
Swedish journalist living in the city.
The embassy had two ambassadsekrete- think that,
with what I assumed was the ambassador claims in good
memory, come to devote nearly full time on our projects
during the nine months that I was involved. They were a
fantastic basement la for the first identification of target
groups in Belgium. They could also continuous contact
officials in the ministries of the high-intermediate level (ie,
those who had useful information) to find out how the
Viggen and Saab perceived and seek to influence
customer perception.
The need was great, because missupp- sockets and
disinformation was widely prevalent. They also opened
doors by arranging direct meetings for me
with some ministerial contacts, usually over a long lunch
at one of Brussels' fan- tastic restaurants.
The journalist was Hammerich, at the time freelance
writer for Business Week, especially guarded the
European political Monastic development. As a journalist
Kai had contact with many local journalists and natural
access to the various decision-makers in the
administration, not only at press conferences. He was a
perfect complement to the embassy secretaries. In return
for Kais services I gave him at times and anonymously
basis for comprehensive and initiated articles in Business
Week about the project and its development.
This required a certain balance between public
Swedish journalist interest and our interest not to
disclose to competitors exactly what we did or give them
other useful information. No Saab Chief knew officially to
the source of these reports, but the few who knew about
my contacts with Kai, gave me sometimes knowing
looks.
In addition to the individual contacts with different
target persons locally we invited also on some occasions
journalists from client countries to visit in Linkoping. This
proved to be a mixed blessing, as some come with a
completely negative preliminary approach, looking for
ambiguities and shortcomings in the response they got,
and then wrote their story in the most biased way they
could.
A detail of the psychological warfare was that in 1974
appropriated the name Eurofighter, hitherto unrecorded,
for the export version of the Viggen, mainly to trans-
men's chagrin. Name Protection reported in recent years
and the name now belongs to another European project.
Our information collection initially showed on several
misconceptions in the Belgian hierarchy of Viggen
qualities and suitability for the Belgian conditions. These
perceptions abuse was relatively easy to correct with the
correct information. The big problem was mistrust of
Sweden's neutrality
183
small politics and how this could affect the acquisition
and use of Viggen. Details strongly influenced our design
of the compensation program and the approach we took
up with the Swedish government.
Compensation program
The direct compensation program, in its final state,
assumed that 100% of the actual aircraft production
would be low gas subcontracted in the four customer
countries. When the sum of the available expertise in
these countries is not fully sufficient to cover all that was
needed, would be likely a realistic implementation of the
program on leaving a bit left for Saab, LM Erics- son
(LME) and Powerplant (VFA) in all cases.
100% compensation was also an argument for
reducing the sensitivity to the Swedish export policy of
military equipment, but not enough to eliminate the
problem system. All, however, was aware of the
dependency on support from Saab including some
devoted to important deliveries in reality would remain.
The compensation was alluded not only a Saab
problems. VFA and the LME, which had economically
significant stakes in Viggen, must implement the same
program activities Saab to the whole thing would work.
This was clear for the concerned managements and
cooperation worked brilliantly.
For Saab, part of the aircraft was good suppliers in
Belgium (SABCA and Fai- rey) and Netherlands / Germany
(Fokker and its subsidiaries VFW) which together could
account for approximately 80% of Saab part. The
remainder was split at a relatively late stage of Denmark
(Per Udsen, who was subcontractor to the Danish Dragon
Deliveries) and Norway (several companies). VFA had a
natural partner of the Belgian UN, which was an
established engine manufacturers, while the LME's
electronic awarded in several companies in customer
countries.
The details of our direct compensation programs
coordinated by Saab's production facilities and its
experienced Planning Manager Bengt Hernell and
documented
exemplary of the contracts department for Tomy Hjorth
for delivery to the customer with Saab's final offer.
The indirect compensation was an area where we
had opportunities to turn competitors States. With groups
Saab-Scania, Volvo and Ericsson in the back we
represented a considerable part of the Industrial
Sweden. And we really had this support, which was
mobilized through the efforts of Curt Mileikowsky and,
probably, Marcus Wallenberg. All companies had already
economically significant operations in customer
countries, the Fab national ownership and purchase of
materials for cars, trucks, electronics and various other
product areas.
On this basis, broke a big pressure activity against all
Operat- tive divisions in the three groups. We demanded
from all who had the physical conditions, they would
promise to increase (doubling or so) their existing local
manufacturing activities and materials purchasing in our
client countries and nylokalisera factories for necessary
capacity increase.
The enthusiasm of our division items were not very
obvious, but loyalty won mostly. It was in a way a relief
that we never needed to realize this indirect com-
pensationsåtagande that enough could be said to rest on
something haphazard manner.
We failed, of course, not to inform all concerned that
we offered the customer states a total compensation
amounting to 200% of Vig- genprogrammets cost. Since
slutof- fertens price for 348 aircraft was more than 10
billion in 1974 prices, was the value of the entire
compensation offer more than 20 billion, an amount that
no financial or industry minister could ignore.
Major international arms deals usually have a dark
side of any form of corruption. Some countries in Europe
have been front as worse than others. Belgium had its
share of this reputation. In 1974 it was called Belgian
Defense Minister Paul Vanden Boeynants (known as
VDB), a colorful gentleman
184
background in the slaughterhouse industry. He was in the
mid 60's prime minister for a time and return later suspended
for this record in 1978. In 1974, VDB known försvarsle-
supplier's circles as the "10-percent successor" and we
received indications from several sources that we would
consider VDB: s interests if we wanted to be in on the action.
Direct monetary bribes were out of the question, but
we decided to try to find a way through our compensation
programs. It happened to be that the VDB's family
business was the main supplier of canned meat and
similar to the Belgian defense, of course, a coincidence.
We offered to the given circumstances convey the
essential purchases such for produce from the same
company to Swedish customers.
The discussions that led to the promise of preserving
purchasing had a somewhat peculiar process. Through a
chain of contacts had a meeting quietly arranged with the
VDB authorized contact person. He was a young Belgian
nobleman, whose normal role was completely unclear. I
had the pleasure to accompany the President alone to an
afternoon meeting that took place in the nobleman's
residence. He received us without a word of greeting, but
started a turntable with classical music. After a short
contemplation of the music left values ​briefly room.
When he returned, he asked brusquely who I was. Curt
Mileikowsky answered the question, then the values
​declared that I was not applicable song attend the meeting. I
spent the nearest half-hour alone in a huge dining room,
after which the two parties talk came out and we left the
house. In the taxi from there described Curt Mileikowsky
content of konversatio- athlete, which resulted in that we
would provide a considerable volume of preserved
purchases. What we therefore promised.
Adaptation of Swedish vapenexport- policy
The argument against Viggen had the largest carrying
capacity was Sweden's arms exports policy. The
100-percent direktkompensationspro- program eased
slightly but not enough.

This we believe was transmitted frequently to the Chancellery,
which also, of course, got the same message via the Foreign
Ministry in reports from Ambassadorial saderna in the countries
concerned. Finally, in late summer 1974, Saab was called to a
meeting in Stockholm to discuss a solution.
The meeting was attended by Saab Curt Mileikow-
sky, Harald Schroeder and me. Government Offices were
represented by state secretaries (equivalent from UD)
from four ministries: foreign, defense, industrial and
finance, a power accumulation greater than we had
expected, which clearly showed the government's interest
in the deal. The discussion at the meeting was quite
constructive and resulted in the promise of a written
position point-taking from the Swedish government to the
problem in question. Some days later, we received a
properly confidential letter, which the government
promised that no obstacles would be erected for supplies
or support from Sweden in this program, even in the event
of crisis and war. An amazing statement that we barely
ventured can hope for!
Saab's offer for the entire application submission
Nades August 20, 1974. This also meant the end of my
mission Viggen in the century gun shop. I was replaced
by Tommy Hjort.
The continuation (Ulf Edlund)
Steering Committee requested the extension of the offer
in two rounds, first to March 31 and then to 15 May 1975.
It was an intense period for everyone involved. The
Steering Committee came up with new question lists, to
be answered, and also had to inform all other
decision-makers and
-actuator.
The transaction attracted strong interest on the
Government of the level in the countries concerned,
including the Defense Ministers of a joint tour of Sweden
in early October. It then took the sensitivities of the
guarantees Swedish government was willing to give of
Vig- gene would be:
To what extent was the Swedish the government are
willing to
185
• ensure the proposal for co-production and
additional compensation Swedish industry done?
• guarantee the prices that Swedish industry
offered?
• limit the impact of price increases on the parts of
the aircraft made in Sweden for the four countries?
• ensuring access to svensktillver- researched
parts in the event of international tension and
war?
• cooperate with or participate in the maintenance
organization that the four countries need to operate
Viggen? The questions were obviously relevant, and it
must be remembered that the 1970s was a PE period of
high inflation. The questions were answered by the
government in a positive spirit in December
1974, but before that they had ensured that they had a
commitment from the participating industries, which
meant that any subsidy from taxpayers' page would not
be considered.
The four countries back later with more questions of
the same nature and sulfur clean showed clearly that the
government is genuinely supported the efforts of the
industry. It also explained that only the decision of the
UN Security Council ban on exporting military equipment
to any or all of the four purchasing countries could stop
the Swedish stock deliveries.
On 13 January 1975, announced in the US that
General Dynamics YF-16 was designated as the winner
of the US evaluation of the Air Force's new air combat
fighter, that a small aircraft which would mainly
complement it very expensive F-15 plane. This meant
that the American threat was much more concrete
because of the Americas rikansk side could now claim
that the USAF had ordered a whole new generation of
aircraft, far superior to their European competitors. The
loser in the US, Northrops YF-17, fell off thereafter with
which Saab is perceived as positive because the Dutch
company Fokker had close ties to Northrop.
In anticipation of the Steering Committee would issue its
final report was processed customer countries intensively
at different levels. Press conferences were organized,
industrialized trips were conducted where everyone was
trying to sell their message, and the ministers and other
government officials courted.
The evaluation report
On April 3 announced that försvarsminist- adjusters in
Belgium, Denmark, the Netherlands and the Nordics give
the Steering Committee's report showed that all three
aircraft could carry out the specified tasks, but the F-16
was clearly superior Mirage F.1 and Viggen. This was
perhaps not surprising, but it was not just Dassault and
Saab were astonished when you read the report, also
independent professionals expressed surprise. The
famous English magazine Flight International expressed
technology, e.g. electrical control system sidplace- row
joystick, carbon components and a new generation of
engines. The aircraft was also designed to be very
manövrer- adjustable subsonic and low supersonic
speeds and also the only one that was designed so that
the pilot had very good visibility around the yard.
Regarding the Mirage F.1 was found that it was designed
with emphasis on high sonic performance. Viggen was
characterized primarily by the design of very short takeoff
and landing distances.
There was no direct assessment of the differences,
but noted that all the aircraft could perform the specified
tasks. F-16 was, however, better at attack missions and
air combat while Mirage
F.1E was better at attack against targets that require speeds above

it as follows: "The report could have been written by an Mach 2!

American The only mentioned concerning systematic temp

- if something is not American, it can not be good. "The
evaluation team had namely almost exclusively dealt
conventional flight performance and very little touched
armament and systems integration, where above all
Viggen was superior. Both the Mirage F.1 and Viggen
was, in comparison with the F-16, mature aircraft whose
first version was downloaded already in operational
service.
Initially, it was noted that the F-16 began to be
constructed about seven years after the competition and
to General Dynamics been able to use considerably
more modern
performance was to Mirage F.1 radar was suitable against
ground targets, to F-16's pulse-doppler lerradar had
so-called look-down capacity to air combat and Viggens
radar was suitable to both land and aerial targets. The
report mentioned nothing about the cabin design,
presentation systems, or for example, To Viggen as single
aircraft had a central computer for the integration of the
various avionics systems.
It noted, however, that the F-16 engine sector, P &
W's F100, the same as the F-15, would have more than
500,000 operating hours when the deliveries of the F-16
could start. This was a major plus for the F-16 as both the
Mirage F.1 and Viggen would have a very limited

Mirage F.1 E F-16 Saab 37E

Starting weight (2 robots) kg 11680 9800 16789

The summary of
Runway (1800 kg external load) m 760 530 480
prestandaredovis- mixture.
Landing Roller distance (1,800 kg external load) m 760 800 640 A Saab calculation
showed that the radius of
Max. rate, 11,000 m, 2 JRB) Mach 2.2 1.95 2.0
action with eight bombs,

Maximum external load kg 3515 5216 3675 which suited well for
Viggen, would be:
Action radius lo - lo (x bombs) km 520 (4) 545 (6) 475 (6)
246, 350 respectively. 409 km
Maximum slew rate at 5g turn m/s 85 210 80
to the various aerospace field.

Turn skill 6 000 m 2 JRB) degree / s 6.6 10.7 6.3 It was reported not to report!

186
 and concluded that the Mirage F.1 would advance till 20
percent and the Tufted 60 percent more than the F-16
per year. As regards the maintenance costs stated that,
using normal NATO formulas, concluded that F-16 was
cheapest followed by Mirage and Viggen.

Acquisition costs were discussed in detail in the

report. Comparative data in the table below refer to the
total 348 (290 single seat and two seater 58) trans
aircraft for delivery between 1979 to 1984.

The indicated cost aircraft embodiments relates to

Mirage F.1 which was a
competitor to both Viggen
and F-16. Photo: SFF
archive
running time on their engines. In brief, the Steering
Committee considered that the F-16 would be the mother
much longer than the two Euro- pean competitors.
Next topic touched logistics and maintenance costs.
Since it was a US weapons, the F-104 Starfighter, which
would be replaced so it meant that one must make a
system change if you were to buy a European aircraft.
This was not needed for the F-16 was chosen because it
could then proceed with a known system! The more
modern the Americas rikanska aircraft also required less
fuel. They had calculated the average daily consumption
during the peace conditions
the same specification. Aircraft Price is the production
cost per aircraft plus a share of the supply coming
typkostnaden.
The report also discussed the risks of cost increases
above inflation. In principle, was fixed rates, but be
aware that some changes could be applicable. The lower
figure for the F-16 relates to the likely level while the
higher guaranteed not to be exceeded. It also brought a
re- sonemang, based on the then known cost
developments in the various countries, the inflation
effect, and there came to the conclusion that the risk was
lowest with France and the United States, but
considerably higher in Sweden.

staffing
needs

368
234%

307292261246

166% 186% 195%

157%

157
100%
It was difficult to get
acceptance for Saab's
comparison of the
necessary underhållsresur-
look. The figure shows a
study of court for personnel
to staff the two divisions,
based on NATO Man hours / fh 10 16 17 F 19 20 24 F
prerequisites.
Aircraft Saab 37 Lancer 1 Cobra Tiger II 104

187
 Millions of SEK; PN 1/75 Mirage F.1E F-16 Saab 37E

Additional typkostnad 745 954 1156

Production cost per aircraft 29.3 20.6 / 21.5 28.2

airplanes Price 31.6 23.7 / 25.4 32.0

programs.

A comparison of the different säljarländernas
compensation commitments was obviously quite
complicated however and it was concluded that they
were guaranteed by the respective governments. The
Swedish commitment was considered somewhat less
credible because BE sentenced prospects to sell an
additional 500 aircraft, which was a calculation that
limited.
The final point of the report was an analysis of the
fundamental difference in management structure that
occurs if you select an eu rope ideal aircraft instead of an
Although the Steering Committee did not provide any
direct recommendation, it was not part of the costs of the various
commitment, it was in fact clear that especially the
Netherlands and Norway were to go on the American
The presentation of the
line. The French reaction was violent and it processed up
to the longest Belgium but in vain. From the Swedish
side made one last attempt at the end of May with an Photo: General Dyna-mics.
offer only to Denmark meant a hefty bargaining. The
offer was declined, however.
four köparlän- dernas flags.
At the end of May and beginning of June 1975 F-16 decorated with the

American: one must expect that the authorities in the five published government decisions in the various capitals:
countries will get involved in the program to a greater or the four countries where BE pared to enter into contract "The winner takes it all".
smaller extent. If you select the F-16 is known from the negotiations for the joint procurement of 348 aircraft of
beginning who will decide! the type F-16.

188

Jörg Sandhofer is since 1989
the pilot of the Austrian Air
Force. Have flown total of 2
750 h in Saab Aircraft
(sapphire, 105, 35 and 37).
Now flies the Eurofighter.
The Austrian pilots also had
the experience of flying on
the scale bases.
With 2300 km / h through the clouds
Austrian Draken pilots flew in 1999 for six months in
Sweden with JA 37 Viggen. Draken- and now Eurofighter
pilot Jorg Sandhofer portrays his impressions here
halfway through the program. The article published in 1999
in the Austrian Skyrevue.
When we in March 1999 was ordered to Luleå in northern
Sweden, we knew not yet what awaited us near the Arctic
Circle. Only a short time before we arrived here yet minus
41 degrees. During our Swedish flyglä- General's last visit
to Austria before departure were given each of us five
Dragon Pilots three thick folders which we would work our
way through until it was time to go. We were therefore
prepared for a very demanding and in every way
conversion including training period.
Weather and climate met our expectations
completely. It snowed until the beginning of June and the
meter-thick ice in the Baltic Sea between Sweden and
Finland went slowly up until the middle of May.
There is also a little strange to live in a country where
during the winter hardly any daylight while the summer is
light around the clock (midnight sun).
189
But all this, accept it happily when you get the
opportunity during a half years fly one of Europe's best
fighters, Hunting Viggen.
The Swedish Air Force and F 21 have been
described mödat much for our stay as good as possible.
The entire training is carefully planned and prepared. We
have a very modern infrastructure with the latest training
aids. Each office of our division have a computer, partly
with Internet access, and teaching is carried out to some
extent with PowerPoint - presentations.
Very well trained and professional flight instructor not
only helps us with our training, but in every way, even in
our service and private affairs. Now we feel in all
respects as full divisional members.
We began our training with a two-week theory
blocks. Then all Austrian Draken pilots know well the
current flight regulations in Sweden, was very very long.
Nevertheless, we had each day - including Saturdays
and Sundays
- from morning to late evening instruction and simulator
flight.
During the next two weeks was carried out
typinskolningen (Grundin the training) in a very
abbreviated process. We had been alternately theory,
simulator acclimatization and aerospace up. It was
surprising how quickly we felt at home in this aircraft.
Each of us had only four flights a double command in SK
37 and six flights in single-seat YES 37th
During the two months since we began our tactical
training. Now opened up a whole new world for us. For
the first time we had the opportunity to deploy radar
missiles at long distances. Moreover, it is a great
challenge for us to process the vast information flow from
the radar, hunting link (digital exchange of information
between the aircraft and hunting leader) and the radio, all
at the same time Viggen venerable flight performance.
I think one can easily imagine that it is not simply to
fly up to 2300 km / h through the air, to a 60-degree pitch
working with radar same time that one must interpret all
incoming information and try to use this to their own
advantage.
190
To facilitate the pilot, there are two displays, and key Here is the eastward rikiska
flight data projected in addition to head-up display in front pilot on the way to its YES 37th
of the windscreen. Pulse-Doppler radar is the essence of
hunting Viggen. It can smoothly find several moving
targets at long distances, and auto- matically follow them
while looking for new targets. (TWS - Track While Scan).
A further reason for the Viggen considered one of the
best weapons systems, the plane's ability to hunt with
link exchange large amounts of data very quickly
between multiple aircraft and ground. .
During a battle with more than ten participating
aircraft, it is extremely difficult to always maintain the
necessary overview (situation awa- reness). The system
is very difficult to disrupt and offers the enormous
advantage that even pilots who participate in the battle,
but turned on the radar, get a full picture of the
scenario-scenario, point (radar, one can easily see the
radarvar- modern). The Saab Viggen also offer a fully
electronic self-protection equipment is a matter of course,
when it comes to such modern so- fighter.
Towards the end of our training, we will conduct air
combat exercises with up to twelve aircraft (four to eight).
Unfortunately, it
 hardly possible in Austria to a realistic implement such
scenarios, then it by the civil aviation regulations one-
DAST is small training areas for the disposal of the. Also
because of this, the training in Sweden especially
valuable and necessary, because here you can act
without significant restrictions (minimum altitude over the
water is 20 meters - over land 30 meters. As a com-
parison valid in Austria 1000 meters of land and 10 000
meters for supersonic flight).
During our six months in Sweden, it is anticipated
that we will carry about 100 Vig- genflygningar and 60
simulator flights. Meanwhile, we have during the first few
months accumulated significant experience in highly
complex scenarios with a very good weapon. These we
will certainly be able to benefit from even in Austria.
it will also in future be necessary to maintain friendly
contacts with other countries and air forces and
performed conduct joint exercises, to quickly find their
own weaknesses and to correct them so that a high,
internationally comparable educational standards can be
assured.
I hope that this training can also be continued in the
future, because we are trained not only in a very good
fighter, but also learn a lot, which can not be queuing pas
solely for the money of the Air Force with the decade
long tradition and experience, whose motto yet is: "Train
as you fight, fight as you train".

The translation of "Mit 2300 km / h durch die Wolken" is

One thing, however, has proven quite clearly. It is made by Peter Grönroos.
imperative that there is finally a decision on a successor
to the Dragon, so as not to miss the connection to
today's technologies and procedures. addition
How would it have looked
like in Austria!

191
World Try AJ 37
At the beginning of the 1970s, the export of Viggen
current. As a way to advertise it as, internationally,
relatively unknown aircraft thought came up to try to set
world records.
It was clear that Saab had a potent aircraft under
development. Turbofan engine, with one for military
combat aircraft large fläktförhållan- the (1: 1) provided with
firing ebk proper thrust at high speeds. It quickly turned
out that the record according to the FAI, Fédération
Aéronautique Internationale, the group 3, jet-powered
aircraft, which could be turned, the absolute times of rising
from a standing start to heights of 3,
6, 9, 12 and 15 000 m and the absolute fartrekor- the
lowest height. Climb to higher altitudes included
supersonic acceleration at high Mach numbers, the
Viggen was limited by its pitotluftintag, which also
prevented attacks against other speed record at higher
elevations.
Get The records
At that time held the McDonnell F-4 Phantom since 1962
all records up to 30 000 m. At Saab, we decided to
initially investigate the conditions to turn re- kordet up to
12 000 m, of which Phantom used 77.15 seconds. Since
the record must be turned at least three percent margin,
we have to get under 74.84 seconds.
A light aircraft is an absolute must if the rise times
should be short. As an approach, it was assumed that
the aircraft could be eased with 1,000 kg, which would
not be easy. Weight reductions would be achieved by
removing the radar and electronics, promissory
hybridization, etc. Furthermore fenfällningshydraulik
removed arming beams, antennas and other sticky and it
was assumed that all irregularities spacklades, which
decreased the resistance. Finally, it was assumed that it
was possible to tune the engine by about ten percent. It
also turned out that it was not to much fuel during the
flight. With 900 kg of fuel was the starting weight of 10
500 kg and warning
192
Thrust / weight ratio was so large that the aircraft could
not be reliably remain on the brakes even with a
maximum off ebk but must be tied! Switching times to the
max spark EBK was about eight seconds, which gave
tidsförlus- best that could not be accepted. Kenneth Nilsson, Royal
Institute of Flight 1969.
Employed at Saab 1969 to
Strict secrecy was considered to be urgently required as
1989, worked with
the project was called LAURA = Lighted Air- craft Ultimate performance, flight
Record Attempt. characteristics and civilian
At this time, there were no optimeringspro- grams to pre-planning. Included in the
project management of the
resort but it was to try things out through computer
Saab 2000. Deutsche Airbus,
simulations, in this case the so-called "time sharing"
Hamburg 1989-1992. Head
environment. Pretty soon emerged a flight profile that
to Suited aerodynamics Saab
appeared in the following manner of an ordinary 1992-2001.
atmosphere:
Starting with the lift-off after 500 meters at 360 km /
h, which is considered the highest allowable TIL taxiing
speed, to avoid the high induced drag when flying at low
speeds. The acceleration in level flight at 650 km / h,
followed by slight increase in uptake and continued
acceleration.
When reached 800 m, the riser angle is about 30
degrees and at Mach 0.93, a substantial catchment to
vertical pitch. It is now 32 seconds. For about 18
seconds rises aerospace plane almost vertically and
transit sonic speed up to about 6000 m. Now begins a
bunch of motion during deceleration, which leads to 12
000 m reached in time 74.8 seconds, then just below
what required. The total distance flown up to 12 000 m
altitude of 17 km, which gives an average banfart at 820
km / h.
The flight is a pretty violent's history. It begins with a
åsnespark in over a G's acceleration in the x direction for
about 30 sec. Then follows a brusque receiving solder to
the correct pitch and banaccelerationen changed to
deceleration, which reaches 12 000 m is reached about a
half g. Speed ​is now down to Mach 0.65. Aerospace
plane decelerates sharply since stigvin- cycle is still
impressive 72 degrees. To get around the top, without
dropping
 16

M = 0.45
14

T = 74.8
12
M = 0.65

10

Height x 1 000 m
86

2:00

M = 0.94
a.m.

0 2 4 6 8 10:12 a.m.
Distance from start
The flight profile record attempts at 12 000 m

the momentum must be a powerful bundle control and

made of 13 500 m, a speed of Mach
0.45, passed bantoppen. It is not very far from home,
less than 10 km, it is the rising terms. It goes without
saying that the flight profile may require some practice
and perhaps better tool than the normal flygläges-
instruments. Probably would have instructed the pilot off
the ground, but these details were never properly backlit.

But it is not enough to break the record on paper! It is

clear that fairly significant margins must for a rekordför-
search should be considered. Here it can be stated that if
anything it was probably engine is already tuned to far
above what Airbreathing would like to be part of.
Probably it is possible to reduce resistance somewhat
further and perhaps even weight. Likewise safe flight
profile optimized better. As an example, that 250 kg
weight loss shorten the time by about 1 second. But
perhaps the single bety- partly fullest measure is to find
an optimal atmosphere. At low altitude, it should be very
cold, which benefits the acceleration. On the heights of
3-6000 m, it shall not be so cold, the airplanes net rises
with vertically with near supersonic speeds. Over 6000
m, it should again become colder than normalat- mosfär.

193

The reader begins to suspect why there never was
anything in the leaflet, or Flight. It was up- will evidently
be a record attempt would cost a lot of money. Extensive
flygplanmodifie- rings, perhaps restoring a burned-out
engine, training flights, mätorganisation etc. Not only do
worldly potentates would be convinced of the money and
priority would also weather gods appeased. Show these
task seemed overwhelming and Laura patted down for
eternal slumber.
developments
Today held trail record to 12 000 m of Sukhoi P-42, a
stripped down version of an early Su-27 series aircraft
(T10-15), with incredible
55.54 sec, sat 1987. "OKB Sukhoi", Midland Publishing
Ltd. 1996 P-42 had an empty weight of 13 000 kg and
static force motordrag- 21700 bp. With about 1500 kg of
fuel, this provides an acceleration in the x-direction of
about 1.8 g! Snittbanfarten is about 950 km / h. Before
starting anchored aircraft with a wire in a tank so that the
maximum traction could stabilize!
The development of trail records over time shown in
the figure. If we had beaten the record 1971-1972, we
would not have kept it very long, already in 1975 hit US
F-15 to 59.4 seconds. The figure illustrated rar
aeronautics development quite well. Until the 1960s
made tremendous progress, then they are not as obvious
but they are in the form of greater economy and
efficiency, compared to the Viggen and Gripen.
Sukhoi P-42 has today all trail records up to 15 000
m set from 1986 to 1988, F-15 (for some reason) to the
record 20 000 m set 1975 then MiG 25 in the form
E-266m have residual record up to 35 000 m, is also set
in 1975.
The speed record
After being forced to tuck LAURA, licked the wounds and
eyes turned towards speed record at the lowest level.
The minimum height is meant that the measurement
path, that is 3 km long and be flown twice in each
direction,
194
200
Meteor
180
160
Gerfaut II
140
120
Time to 12,000 meters, sec
4D-F-1
100
F-104A T-38A
80 Sukhoi
F-4H-1 F-15 P-42
60
40
20 0
1950 1955 1960 1965 1970 1975 1980 1985 1990
Time
to be operated at below 100 m above leave marks (now no The development of stigre-
more than 350 m). The measuring distance inputs are kordet to 12 000 m, FAI
group 3, jets.
managed and completed by 1 km long inlet and
utflygningsbanor. Throughout the flight, the height may not
exceed 500 m. The record had since 1961 an F-4 Phantom
1 452.8 km / h. The rules must record smitten with at least
one percent, ie at least 1468 km / h must be reached.
At Phantoms first attempt to beat the speed range
kordet broken airplane up in the air and the pilot Loten
died. The cause was sharp (PIO pilot induced oscillation)
the pitch, as a result of the requirement for extremely
accurate altitude. This was a very sensitive control systems
at high speed at low altitude, a not unusual property of
contemporary supersonic aircraft, titanium DIGA J 35
Dragon included.
Speedrecord is not as critical of the weight point of
view why the drastic dieting are to be done to turn the
pitch record could be spared. Radar and other equipment
were removed, with an assumed weight of 800 kg. This
also had the advantage that the center of gravity moved
backward, thus reducing trim drag in supersonic. Of
course, were removed des pylons, antennas and other
utstick- spirit and the aircraft was predicted putty and
polished until it gleamed! Engine thrust and fuel
consumption was increased by three percent,
 40
266m

Height x 1000 meters

35 thanks. Swinging in supersonic require too much fuel.
After various passningsräk- like we got together a flight

30 profile which contains summarized

acceleration / retardationssträckor of 20
kilometers and turns in the Mach 0.8 to about 3.5 g. After
25
four mätpassager and three turns were made as fuel was
F-15
low. But the average speed was all over 1532 km / h, ie
20
Sukhoi P-42
F-4H-1 (1962) E-I
5.5 percent above the record! Full rekordflyg- device takes
15 about 10 minutes plus anions and home flight. During this
time, consumed about 3900 kg fuel. The flow of fuel with a

10 maximum firing in these speeds about 50 tons / hour,

5
Regarding stigre-
cords, FAI Group 3 0
0 50 100 150 200 250 300 350 400
jets.
Time, sec
something Airbreathing believed to live with. One
concern in this context is the large (dynamic) pressures
luftkana- smooth and the aircraft and engine loads.
Maximum allowed (calibrated) off AJ 37, 1350 km / h,
must surely greatly exceeded the record would be
beaten. It may be mentioned that the corresponding
momentum for JA 37 was 1450 km / h.
The flight over the measuring path begins with an
acceleration phase after which the aircraft after it passed
the measuring path, decelerated to subsonic to turn
around for the next at-
which corresponds to a proper power! Curiously, the power
output of about 65 MW and process
pulsionsverkningsgraden about 10 percent. The entire
flown distance is about 180 km, which gives a snittbanfart
1090 km / h.
Atmosfärsförhållandenas impact investigations des
never, but is probably not of such vital importance that the
path records. However, there were other problems. Flying
with 1500 km / h in less than 100 m above the water, which
was the only realistic option, requires good ground
reference. We were thinking of laying out buoys throughout
the flight distance, approximately five mil. Not a simply task.
And where would the record attempt be made? With Mach
1.25 on the lowest level, it becomes a real bang and the
flight must be close to an airfield, read the locality with the
inhabitants and greenhouses. We talked about Vättern
starting in Karlsborg, but ...

Date Aircraft Speed, km / h Although this record attempt wannabe fallen despite

1945-11-07 Gloster Mk IV "Meteor" 975.7 good opportunities. I forget why, but maybe it was the

1946-09-07 Gloster Mk IV "Meteor" 991.0 dealers' money bag blank or needed money to

1947-06-19 Lockheed P-80R 1 003,8 others.There took a few years before the record in 1977

1947-08-25 Douglas D-558 "Skystreak" 1 047,4 was struck by a Lockheed F-104A Starfighter with

1948-09-15 North American F-86 1 079,8

1952-11-19 North American F-86D 1 124.1 1590.5 km / h. This heavily modified aircraft built by parts
from several different F-104 versions, first flew in 1976. It
1953-07-16 North American F-86D 1 151.9
was owned and operated by Darryl Green Mayer
1953-09-07 Hawker Hunter F Mk1 1 171.0
Previously SR-71 test pilot, and was called "Red Baron".
1953-09-25 Vickers Supermarine Swift F. Mk4 1 184.0 Should we believe what is written on natural Tet so was
1953-10-03 Douglas XF 4D 1 211.8 "The Baron" a bastard hopkommen of parts from dubious

1961-08-28 McDonnel Douglas F-4H-1F "Phantom" 1 452.8 1977-10-24 sources, and definitely not sanctioned by the US Air
Force!
Lockheed F-104A "Starfighter" 1 590.5

195
 X Viggen
In the late 1970s were carrying German MBB about 200 million DM. The aircraft in the West as the
(Messerschmitt-Bölkow-Blohm) projekts- most similar TKF-90 was Viggen, why MBB made
tudier for a new fighters, TKF-
contact with Saab. The major driving force for
90 (Taktische Kampfflugzeug 90). This aircraft would, inter
alia, have supermanövrerbarhet PST-operation of MBB was Dr. Wolfgang Herbst and he
i.e. tactical use of flygenvelop- pen at angles of attack of had discussions with, among others Olle Klinker, who Per-Olov Elgcrona,

anfallsvinkel- limit for stable, (mail Set, civ.ing KTH flight in 1961 and
was then head of the system test department. At a
PST) which was hired in the same year at
meeting in Linköping March 28, 1979, it was agreed that
was made possible mainly by means of thrust vectoring. Saab. Has mainly worked in
in the spring of 1979 a joint feasibility study (feasibility the raw applicants flight
study) of the possibility of using a converted YES 37 test mechanics, flight

aircraft PST demonstrator. Internal got the concept characteristics and control.
Specialist in the field of flight
To demonstrate the benefits of this, not only in simulator working title X Viggen.
control
studies but also in actual flight, had MBB made cost
estimates for some different demonstrator concept:
, 1988.

• a newly developed full-scale demonstrator had a
price tag of roughly 600 mil- lion DM,
• a newly scaled demonstrator should cost 400 million
DM. If you could modify an existing suitable written
airplanes, could reduce the price tag to
PST concept
The concept of supermanöverbarhet grew out of MBB
around 1978, as a result of- the newly developed
short-range missiles worked in all aspect angles to the
target. An ability to successfully fire a missile at an
enemy in almost every 'clock position ", would likely
entail a change in hunting combat tactics, and thus
changed the performance requirements for fighter
aircraft. extensive jaktstridssimule-

Air intake with curved

channel. variable foreplane

rotatable thruster

X Viggen required

Haferons extensive modifications

Engine exhaust nozzle with rings grundflyg- plane.

196
The beauty of PST aircraft
was that you could not
PST-aircraft fire its missile.
swing, in a controlled
manner, with very dre
minimum turning radius
Conventionally fighter
than the conventional
aircraft and thus faster to
get in shooting position.

The target's position at the robot shot

Interceptors with PST ability

rings, both manned and clean datorsimu- formulations,
showed that a suitable tactic would actually result in
mutual sliding seating in the front sector and thus in a
dilemma with potential mutual nedskjutningar of
equivalent high performance.
The analysis of such contacts obvious barade a new
operating processes, as Ka characterization was a
predominant share of instantaneous maneuvers and a
tendency to reduce speed. At the same swing speed is
an aircraft smaller turning radius at low speed, and
therefore provides a tighter turn, the development
towards mutual frontal position, an opportunity to fire the
weapon before for any given aspect angle.
Svängradiens importance.
conventional aircraft, however,
limited maneuverability at low speeds, and can even
become uncontrollable at stall speed, when they reach
the minimum turning radius. A marked reduction in
turning radius can
only be achieved by utilizing the "post stall" area. Using
thrust vectoring and a suitable aerodynamic configuration
was considered possible that safety kert control an
aircraft at and above the stall limit. Very soon found that
the biggest challenge was that at large angles of attack,
roll the aircraft quickly enough on fartvektorn, to achieve
the desired tight turning ability.
Generic fighters with PST performance was
evaluated first in manned luftstridssi- emulations in
Germany in 1977 (1 vs.1), and at McDonnell's facilities in
St. Louis in 1978 (1 vs. 2). At this time had about 15
pilots from the USAF and German Air Force had the
opportunity to familiarize themselves with the new
capacity and to produce statistical data in terms of its
effectiveness. The results showed:
• to air combat efficiency of 1 for 1- contacts could be
expected to improve by at least a factor of two.

197
• supermanövrerbarhet that would allow a reasonable
chance of passing two opponents with equivalent
conventional performance.
• that the advantage of supermanöverbarhet tends to be
greater at the plurality of contacts in situations of
disadvantage in the number of
Supermanövrerbarhet
For supermanövrerbarhet requirements were:
• thrust vectoring in the tilt and yaw.
• a thrust / weight ratio of at least
1.0, preferably 1.3.
• an air intake configuration allows full engine thrust
can be used up to 70 ° angle of attack.
• a relatively low wing loading and large leading edge
sweep.
• some aerodynamic features to provide a smooth
transition into the "post stall" - the area.
• a horizontal guide surface at increasing angle AN case
guided into the wind (fartvektorn).
• benign spinning properties (resistance to go in the
spinning, and a relatively simple spinnurgång)
required to prevent the system for the vectored
traction power becomes safety critical.
• a digital electric control system.
Oxidatortank
198
The initial PST envelope Included find peaks between
3000 and 11 000 m and indi- cated with speeds up to 700
km / h. An important prerequisite for the calculation, which
input went into the study, was that the two test aircraft
could be modified and be part of the planned tests.
Engine / engine installation
PST requirements above meant major changes to the
engine and engine installation. Vekto- riserad traction in
pitch and yaw direction would be achieved by means of a
rotatable nozzle which would be developed for RM 8B of
German MTU and aircraft engine. The requirement of a
thrust / weight ratio> 1.0 in the- monstrations envelope
meant that it was not enough to "stripping" provflygpla-
NEN maximum, without an additional dragkraftstill- shots
were required. It was considered that it was acceptable to
a temporary addition of a demonstrator. The choice was
therefore on the liquid rocket engine, VR 3, Powerplant
devel- oped. It would provide an additional tractive force
of 25 kN during 30 sec. Aircraft weight, when the sample
plane was in place for the PST test, was estimated to be
11,550 kg.
The air intakes on the test plan must be adapted so that a
satisfactory engine operation could be achieved at high angles The new motorinstal-
lation with rocket motor
of attack (30 ° <a < 70 °).
and rotatably nozzle
Various changes to improve ingress and distortion at vekto- riserad traction.
high angles of attack sketches
Rocket Engine
Swivel
mustycke
Extension

Flight Motors raketmo- tor VR
third
serades including an intake curved passage and movable
lower lip.
The movable lower lip should have been impact
angles between +5 degrees (up) and -42 degrees
(down). To decide which or what options would provide
acceptable engine tor function, planned special air intake
test in the wind tunnel. The sample comprised both at
low and high speeds and interoperability engine / air
intake.
Aerodynamics / guide surfaces
Viggen PST fulfilled well requirements with regard to,
relatively low wing loading, high leading edge sweep,
known and acceptable aerodynamic characteristics and
identified and tested spinning properties. However, there
was a need for moving canards and an improved rudder
efficiency in PST conversion Council.
A substantial improvement in capacity in
rodereffektivi- role also required. This would be done
through the introduction of "ventilated" vingro- der, called
Haferons, after the German originator prof. Hafer.
Haferons was moving flaps in front vingrodren that could
be controlled and regulate the air flow over vingrodren.
Moreover, the existing wing rudders changed with respect
to the exclusion angles and rudder servos. There was
also an option in the form of a variable nosfena should
there be a need for substantially better aerodynamic
roderef- efficiency in yaw.
199
Control Systems
To meet PST requirements must control system basic
control system, GSA, and the electronics unit is modified
and adapted to the new control surfaces and their
control. This meant that a digital electronic control
system would constitute the normal operation mode, and
disconnect the GSA would happen in the event of failure
in normal mode.
During the pilot study was a relatively renovation including
analysis of the hydraulic flow obtained was claimed at the PST
operation with the new control surfaces. The analysis included
simulations of PST maneuvers, where a model of the hydraulic
system were included.
The results showed that the existing hydraulic system
could supply the control system with the requisite
hydraulic flow because the simultaneous demand of large
servo torque (high pressure) and high speed servo is not
at PST maneuvers.
The commercial part
The development of X 37, which would lead to the
demonstration of PST maneuvering, was supposed to
start the New Year 1980 with the first flight late in 1983.
Dessut- about the advent of the two engine
manufacturers' development of rotary and steerable
motor nozzle and Flights Motors adaptation and testing of
the rocket engine.
The timetable represented along with a description of
the listed activities the basis for the calculation of MBB
and Saab first made separately. Then, the preliminary
study was completed with a reconciliation and
aggregation of a resultant final calculation for the X-37
program. The pilot study resulted in the following
conclusion in the joint report:
"It is feasible to modify existing test a / c Viggen and use
them as test A / C for the PST entry Vestigation and
demonstration within the required time schedule. It is
presumed That the required design and development
capa- Bility will be available by convenient worksharing
between the two companies. "
The patch estimate for X 37- program ended at 256
million. DM (1165 m), and the natural distribution of work
hours, etc. was roughly: MBB 30 percent and Saab 70
percent. The sum was approximately 30 percent higher
than MBB's first estimate, but clearly lower than the cost
of a newly developed, scaled demonstrator. But the
imbalance with regard to the division of labor could be a
problem.
Now remains the hardest part. How would work and
costs be shared?
In these negotiations, I had no input gaze, and
therefore can only speculate. The Swedish believed
enough that, if the feasibility study showed positive
results, would Germany and MBB account for a large
part of the "piper", because it was MBB brought with the
proposal to modify the Viggen. But the German
government authorities (Ministry of Defense / Luftwaffe)
obviously wanted to focus on a experimentflyg- plan with
the right configuration (a förprototyp of TKF-90). An
objection to X 37 was the development of a swivel nozzle
RM 8B was an unnecessary effort, if you Instead, it could
make the RB 199 ie engine MRCA. What FMV, Saab
Aircraft engine and was willing to bet I do not know, but it
did not change the German authorities doubt, and it was
not the start of the X-37 program.
In the first project description of JAS 39
Griffin, NV-0, for example, included thrust
vectoring.
200
Instead, it became a partnership with MBB in the form of
a program role linked peksikt- up in JA 37. This
eventually led to the automatic sieving akan introduced
as a series feature in aircraft YES 37th
Conclusion
Although the X-37 program was not off, put cooperation
with MBB their tracks in the project studies began for the
JAS 39 Gripen. The first project description of aerospace
plane, called the NV-0, had thrust vectoring in the tilt, in
the form of a 2-dimensional convergent-divergent nozzle
which also had the reverse mode on the ground and in
the air.
MBB continued its efforts to de- monstrera PST
operation. In October 1982 began MBB and American
Rockwell cooperation on supermanövrerbarhet. In
September 1986, the two companies contracted by the
US DARPA respectively. German Defense Ministry, with
the aim to develop and flight test two experimental
aircraft X-31A. First flight took place October 11, 1990,
and no two aircraft first flew in January
1991. X-31A showed their PST qualities on air show in
Paris 1995.

Chuck Yeager. Flygarässet
from World War II who made
history when he in 1947
became the first in the world
to fly at supersonic speed.
Ulf Gabrielsson and Chuck
Yeager before the flight.
Photo: Bo Sehlberg
When Chuck Yeager flew Viggen
By far the most famous pilot who had flown Viggen is the
American legend Chuck Yeager. He flew, 1987, 40 years
after the historic first supersonic flight with Bell X-1, in a
visit F 15 Soderhamn SK 37 baksits together with Ulf
Gabrielsson. This with baksits is not insignificant because
Yeager regarded it almost as an insult. He was
accustomed to sit in the front seat and was not in the best
mood. Here Chuck Yeagers 'own' description of the flight.
Flights Revue has kindly put the article and pictures to the
SFF's disposal.
This is evident in the Viggen cockpit of the aircraft have
an old basic design. As new tools and weapons have
become available have been forced to build and
rearrange the furniture. The expression that we test pilots
tend AN turn around a cockpit as the Viggen is "a very
busy cockpit". Viggen is manageable
201
on the ground. One can taxi at high speed, highly dependent
on the aircraft has two bogie wheels on each main landing
gear, with consequent good stability and good braking ability.
If we look to the Viggen performance as is the
relationship between weight and traction good. Of course
not as good as in modern aircraft as F-16, F-18, F-20 or in
Griffin where we have a traction force greater than aviation
aircraft's weight. Sometimes people say that the Viggen
has the world's most powerful engine, but Viggen need a
strong engine because it is a heavy aircraft. The
relationship between weight and engine power is what
counts.
Viggen is - all attended un stranded aircraft - very
easily flown. It is very stable and has a good SAS system
(stability- augmentation system = control the machine's
damping function, reds, note.) And it is a unique aircraft
in the sense that it is reverser- offense. For a
single-engine fighter aircraft is something very unusual.
On the other hand, it costs finesse is also a great deal.
Partly in cash - it's a more complicated STRUCTURE -
both in the form of extra weight in the form of increased
air resistance. "Total Price" is so high that it is considered
impossible to build such systems in new aircraft. To
reverse the need to have a very big opening up the
afterburner to power - jet - can be directed forward when
closing the regular exhaust. It will be a very high air
resistance there but in modern aircraft can not allow any
extra resistance and also no unnecessary weight. It's not
only the dampers and hydraulic cylinders weighing but
also pipelines, oil pumps etc.
Of course, it is beneficial in kortfälts- landings and
obviously it's a good system if you operate from runways
with low braking coefficient on ice, snow, wet runways
etc. But on the other hand you will land only once during
each mission, the system, with its extra weight and extra
wind resistance, you are forced to lug around on during
the entire mission.
I think if you weigh the pros and cons against each other
is the "finesse" to Viggen disadvantage. It has tried to
convince me of the benefits, but as an observer, a little
like this from the outside, I must ask the question: How is
it then that you have not reversibly seringsmöjligheter in
your new aircraft, the JAS 39 Gripen?
Another thing I thought about during the flight is that
you try to "over protect" your pilots. There is a certain risk
factor The association ad with the flight. You can not
protect the pilot from killing himself if he flies on the slopes
at 1000 km / h. The equipment in the Viggen judging it
seems - a little exaggeration - as if that is what you seek!
You are preparing a crash during each mission, and the
problem is that you care about the pilot has been so great
that you hinder him in his actual work - to perform a
combat mission. In the Swedish aerospace weapon you fly
ever so long passes that we do in the USAF, 12-14 hours
when we are going to different parts of the world. With the
equipment in Vig- gene, it would be impossible to carry out
these tasks.
202
Furthermore s equipment moth example of gamma Ulf Gabrielsson and Chuck
Yeager taxi out to the
technology. Look at the helmet and syrgasmas- ken.
launch. Photo: Bo Sehlberg
Modern helmets, made in New feed material, are much
more comfortable and weighs only a quarter as much.
Your syrgasmas- risks are very heavy. You are not using
a strap under the chin but says that the oxygen mask
keeps the helmet in place - but it's not true! At high
speeds, you risk losing both the helmet and mask at a
katapultutskjutning. Survival suit is also very heavy.
It is not only the pilot, you try to over- protect without
all of the aircraft. Even in your new JAS aircraft, you
have back-up instruments extra compass, altimeter,
etc. This was justified when the electronics inside
troducerades the end of World War II. Since then, things
have moved forward. Why carry unnecessary weight that
steals dashboard space?
In Sweden, I - in line with the care of your pilots - had
many anxious questions about our experiences with the
"electric aircraft" fly-by-wire, which you are now,
introducing the Gripen. We have flown with such
systems for more than twenty years without any
problems. DA taopererade control're not dependent on a
single computer. Some twenty computers, where all
communicate with each other, not only gives a great
reliability but with the resulting speed and the total
memory capacity of a fantastic asset to the pilot. He gets
help with both the flight and navigation. Computing
power helps him also to handle all the weapons in the
most efficient manner.
It expressed fear that the JAS is an unstable aircraft.
But we have constructed fly-by-wire system just to be
able to build extremely unstable aircraft! It is the property
called we want. We program computers so that they
never allow higher load than we can accept, whether
dictated by pilots's physical capabilities or the aircraft's
structural strength.
It is true that a very unstable aircraft can not be flown
without the help of computers. In the highly hypothetical
case that all DA detectors go off at once the aircraft can
be torn apart so quickly that the pilot did not have time to
climate huh out. There are lots of ways you can die in a
dogfight - but that the aircraft's built-in instability could be
one reason is still the least likely.
We flew a lågflygningsrunda with Viggen. When we
landed, I was asked if Viggen lågflygningsmöjligheter
impressed me. I did not really know what to say in order
not to seem impolite. I'm an old pilot who had time to be
with most. I really do not think there's anything you can
do with an airplane in the day that no one else has done
and I have trouble Item No. reställa something in flight
that would impress me. I had never flown low and fast
earlier, I would certainly have been impressed, but low
flying military equipment've been my family throughout
my adult life.
We fly today to control machines that are connected
with terrain following radar. I can key in on autopilot
because I want us to keep a height of 50 feet (about 15
203
meters) above the ground and obstacles. Then hold the
aircraft which, in supersonic speeds, in the rain,
darkness and fog, but I can see a thing! Myself, I can sit
with folded arms and just ride. "It's just another mission."
I've seen pilots fly lower. In fact, some have been flying
so low that they collided with the ground and you can not
beat their "record". No, I was not impressed, I must
respond.
Viggen is an old aircraft. To fly the Viggen is like to
fly the F-4. I flows for providing the aircraft usually of later
generations, as F-16, F-18 and F-20. To compare the
Viggen with any of these can not and would be totally
unfair to the Viggen. These modern machines must be
set against the Gripen if one wants to make
comparisons.
Viggen has a nice rudder harmony and it is easy to
fly formation with. You notice of course that it is large and
heavy and it is not as smooth as the most modern
machines, but it certainly makes a good job. As a rule,
the partial un-stranded aircraft much easier to land and
Viggen is no exception. Ground effect is great for
participating aircraft, a large cushion that gently and
automatically brakes, also a high sink rate, output
discharge comes by itself.
In the version I flew obscures visibility nosvingen
part. Speaking of the view that the engineers have
missed when they designed periskopen (in baksits SK 37
is forward vision obscured. For the pilot in the rear
cockpit to be able to look ahead, he must use one of two
peri bucket. These protrude on the sides behind the front
hood. Reds. note.). With just a hint of what we call
human engineering so they had been able to see through
both periskopen simultaneously without having to move
his head. In the same way it is with indicator lights to ebk
set. The lights do not show that the respective
afterburner stage has ignited. Instead, the lights indicate
throttle only mode. It tyck- you I am weak. The pilot must
know where he's handle without these lights. There are a
couple of typical examples of what the engineers have
built without taking into account the pilot
experience but I am convinced that it will be different in
the Gripen.
Viggen is a complex aircraft vehicle draws a
relatively high ground service. Much more service than,
for example, Griffin will need. Compare F-4 F-18 or F-15
with, for example, F-18 and F-20. These aircraft engine
markets requires only 25 percent of the maintenance of
the older machines need. Aircraft appearance may seem
very similar can still be so different that one of the
machines NEN - over a 25-year period - costs twice as
much as the other!

Today the trend is towards a certain likfor- mighet. We

set the boundaries of the new aircraft to Mach 2. Even at a
moderate speed increase
- at Mach 2.2 - aircraft becomes twice as complex. It is
not worth it. Instead, we develops weapons for them to
cope with the high speeds we sometimes need. The
aircraft is increasingly becoming a weapons platform. It
should, in relative proximity to the conflict zone, to deliver
small arms, quickly return to base to reload and then
deliver another weapon load. The trend is therefore
towards that we require a lower speed performance of
future aircraft projects.
Anyone who may sell its aircraft will be the manu-
facturers that offer the machine that cost the least to operate
over a 25 year period. You solve this by increasing the
quality, what we cold parts MTBF - mean time between
failures - and manufacturers have become increasingly better
at this. Just look at the radar today is the MTBF 2000 hours. It
is a thousand times better than the first and second
generation radar systems.
pumping a high column of blood resulting from its Chuck Yeager in the rear
seat. Photo: Bo Sehlberg
position. By tilting the chair more and have your knees
level with the shoulders increases resistance to g-loads.
Blood pillar becomes shorter. I've even test flown a
machine totally lying to see if there was a way forward
towards higher g-The force best. G-suits can also be
made more efficient. We have developed a g-suit which
filled up very quickly. A feeler in the ear detects pilots's
heartbeat. The costume blows up at the end of a
heartbeat when you have maximum blodvo- volume in
the arteries. It is a harsh treatment, even painful,
because it's like getting a CLIP of the suit, but you can
handle the high g-forces, and it is primary.

G-suit I used today, in the next few identical to the

one we had during World War II AN pull. So far it has
been enough as long as we operated with up to 7g. But
now we say okay to 9g, thanks to more efficient
machines with better weight and traction conditions. With
these new machines, we can not just pull 9g
instantaneously but we can keep the load as long as we
have fuel left. In conventional chairs sit pilot pretty
straight and feet low. During g-load makes the heart work
hard to
On the other hand, perhaps we are on completely the
wrong way when we try to adapt the pilot to high g-loads.
As I see it, it is better to let the weapons do these
maneuvers. Today robotisation are so confident that a
launched missile means a downed aircraft. There is no
way to protect themselves against new robots. They do
not fool themselves with great pictures, torches, etc. In
fact, robots have become so good that I - an old shooter -
think it is time to remove the machine guns of modern
aircraft.

204

Erik Bratt, Dragon's father,
was the last classical chief
designer for Saab. Took
private pilot's license in 1937
and got the silver wings in
the Air Force
1940. He was flying in a
private aircraft until 2003 and
was then, at age 87,
Sweden's oldest pilot.
Erik Bratt contributions "Fpl
37 History and experience"
CG Ahremark shows 2008
samples of the Planning niches
that were used in the 1960s.
Photo: Åke Andersson.
If the aircraft 37 Viggen
Project Jobs of all kinds took place practically always at
Saab. When we started with 35-ball, there were not any
opportunities for me to participate in this, but the main part
was handled by Peace Wänström.
Peace Wänström always had many investigations going
on about how he thought the next airplane after 35-ball
would look like. In between, he examined even more
civilian alternatives. As an employee, he Arne Lakomaa
who previously worked as a designer at Scandia office.
In the project it is estimated that of all the projects
that are drawn, only a small fraction that will be built. Of
these, only about one in ten until serial production. For
those who come in series, it is really just like that one in
ten who become really successful. You can never have a
successful series aircraft unless the original project is
well implemented worked. Considering this and consider
the enormous costs it is behind every project so you can
understand how important it is that projects are properly
examined before setting off on the major penningslu-
refreshing mills.
Forward to autumn 1961 Wänström- group a
proposal for future jaktat- attack aircraft with a Rolls
Royce Spey main engine and also something that I've
never seen either before or since, namely,
205
two smaller vertical lift units in the nose. These would be
lit particularly in land device and compensate equilibrium
with a lowered elevator which then together would
provide extra lift, thereby lowering landningsfar- TEN.
Very doubtful because it can cause the aircraft to
suddenly stand up with his nose in the same way as the
JAS.
We were stimulated by seeing the English language,
the Harrier, which could be vertical start, and
compromise solutions in this direction was the enticing. I
thought that the best proposal to continue hunting-attack
aircraft would be the 35th of more modern engine. Got
Brisbane Billings mission to explore the possibilities. This
resulted, after much of an advance stroke to a 35th
enlarged front body and with the increased span and a
Bristol Olympus engine that had a tensile force of about
22,000 pounds (10,000 kg) with slaked EBK and 36,000
pounds (16,000 kg) lighters ebk. This super strong
engine planned for the Eng- lish nuclear bomb-carrying
aircraft TSR.2. Would the 35 ans some mean almost
vertical ascent and especially prestigious performance
even with off EBK.
We would have a major overhaul in drama ten Hall A
(conference at Saab) a Wednesday in late November
1961. The entire Flygförvalt- consumption by generals
and assistant would come and listen. The week before
we had the Brisbane Billings presence summarized both
performance, schedule and cost for our two pretty quality
projects. Carl-Gustaf Ahremark had made two great ele-
Ganta color plates that you could hang on the wall and
everything seemed well prepared. Late the previous day,
Tuesday, 21 November, went aerodynamics responsible
Behrbom and Dillner to Hasse Löfkvist, which at the time
was assistant to Brising, and presented their results of
wind tunnel tests on a nosvingeal- alternatives. What
was new was that they had a straight torque curve, which
we had just 35-an. They were excited and thought
this looked good. If you do not have this in the general project 37-1
November 7, 1960
comparison? Hasse phoned Brising and they had to
come in and explain to him. Brising thought it sounded
good. The time had now come to be five, so pöjka had
gone home. When called to the Arne Lakomaa, who got
ahead and make a quick kiss on the stump.

Now it's the thing that Pratt & Whit- ney had a sale
again and again, with star salesman Bob Bear in the
lead. The borrowing guarded the Air Force and Saab
with its JT8D engine, the same engine that now sits in
the DC-9 and Boeing 737 etc. This would be at the
Powerplant (SFA) production of a military version with
Fpl J 35D
afterburner. Bear had visited Saab same day or possibly
the day before and left drawings on the engine to Brising.
I was inside of Brising when Bear upper left drawing. This
engine drawing got Lakomaa commissioned to design that the proposal showed would nose and main wing Project 37-1, Erik Bratt

into their fast- bis. Meanwhile called Ahremark, who was
assigned to the meeting the next day to make ready a
color plate of canarden the same model we had for the
other two alter- nativen.
cooperate with each other. Seemed pretty convincing on enlarged Dragon with Olym-
pusmotorn, was deasserted
that point. But all other known disadvantages of
already in autumn 1961
nosvingeflyg- plane was still there, especially poor lyftför- because the aircraft did not
capability of landing. I recalled our big meeting in spring pass fältprestanda-
requirements.
1959 on this in the "Dramatic". They said something.
Depended on what comparing with. Etc. etc.

On Wednesday, we all gathered in Hall A at the
Royal Dramatic Theater. Imagine my surprise when I
saw three color posters hang on the wall. Wänstromska
RR option with lifting motor Thu, 35: an Olympus and a
nosvingeför- seen aircraft with JT8D engine. Had not had
a clue what was going on overnight. Irritably. The head of
the construction tion office was not informed, but this was
typical of Saab, so I'm used.
We had our drawings before any factual knowledge,
and no one seemed surprised canarden, which Dillner
presented in a known convincingly. The following
Monday, I met Behrbom and Dillner and we had a long
conversation about canarder. Their key argument was
the nice torque curve. My thought was that if you had a
foreplane would need to secure it with the boundary layer
control of any kind to prevent nosvingen to stall before
the main wing. This would not have done because of that
particular location
Saturday 9 December, we had a great meeting up in
the Administration (KFF). Tryggve Holm, Brising and
then some. The manager, Tu-base (Lage Thunberg),
said that the next skolflyg- plane type 2 would come to
be called Saab 105. Then he informed about the aircraft
and engines. General observations. We got the
impression that there also will be an order for our
fighters. New appointment to the engine issue, in more
detail, to take place on Friday, December 15 on top of
the KFF.
This was of course a great meeting for Saab. We were
then secured a job for a long time with both training aircraft
and jakt-attackflygplanet.Vi, Saab employees the same as
last time, went up to KFF also Friday the 15th. At the same
were in one of their presentation halls. On the wall hung
our three color plates that Ahremark drawing and painting.
Now, something strange happened. Everything was paved
for it to be JT8D. Åke Sundén, head of airplanes Agency,

206
gave a long explanation about how good JT8D was. So he
said that it's almost the same performance that the
Olympus, which extinguished EBK had 16,000 pounds of
thrust. JT8D had just under 15,000 pounds. He said.
- That is almost the same and you get BE careful to
JT8D easier.
Then lifted Deputy Chief arm and pointed at our canard
options with JT8D engine and said: - Well, then it will be the
time.
No comments. The meeting was over. I had been sitting
next to D'Ailly and he immediately said to me when we got
outside the door:
- Crikey! We have received an aircraft order! And so
lucky that it was not the Rolls Royce engine tower for it is
far too weak.
- That was not the intention that we would get an
airplane decisions. The duck is hardly nighttime old, I said.
- You see huh good that we got an aircraft decision. It's
almost impossible to get under normal circumstances, said
D'Ailly.
We had received a decision on hunting attackflygpla- net Saab
37 Viggen!
Everyone had expected the meeting to only
motoraltenativet be decided first and airplanes option
later. You could have any motor in which the airfield
alternatives whatsoever. No one, except possibly the
manager, had the notion that motoral- ternativet was
bound to aircraft option, just as they happened to be
drawing on our three color plates.
Did me unsure of the engine performance presented
at the meeting. A bell rang in my head at me and well at
home, I took out how the matter stood.
It was true that the civil JT8D allow the needle was somewhat
lighter than Olympus.
Indeed! Sundén had taken the wrong figure for
Olympus. He had taken the value of oreg- modulated
engine. Normal draft value was 22000 pounds of
Olympus with slaked ebk but with controlled outlet. The
corresponding controlled value of JT8D was slightly under
15,000 pounds. The two engine specifications were
different nomenclature in English and American
207
for these operating conditions. I am convinced that it was
a linguistic misunderstanding. It definitely was not a
dishonest attempt to fool the audience.
Otherwise, you could consider. It was a kattrakande
without equal of the companies represented the foreign
engine manufacturers. They could make easy profits
million in commissions if they managed to sell an engine
for the Air Force. Flight Director Bjarnholt, which was well
entrenched in the KFF had moved to the firm that sold P
& W engine. And one wonders why it was so easy?
P & W had appointed a liaison named Morris
Pearson. He told me something later that Bob Bear said,
when the deal was done, he, Bear, therefore, never been
involved in a motor sales going so fast and easy that
sales of JT8D the Swedish aerospace weapon.
JT8D deal was baffled for Rolls Royce salesmen,
Salen & Wicander. There sat the Göte- ran Axell, former
KFF Aviation Agency, as CEO. There had really
happened things. The Air Force laid out the major aircraft
and engine orders (Rolls Royce) to England in the 50's
all-henceforth before Nordenskiöldsgatan ended the CFV,
to immediately become Chairman of Salen & Wicander.
I had heard Bücker tell you how it was in the Swedish
aviation in the 1920s. Perhaps nothing had changed.
Everything was the same. Everything was as it should be.
As for our own dirty linen, I would like to admit that in
1961 there were good reasons for well yes a
nosvingeflygplan. Had, on the landing and
maneuverability, but not for the resistance, somewhat
greater potential than the pure dubbeldeltan but lower
potential than competitive conventional option with rear
positioned height control works. It had not been so bad if
we had time to work through it a little more. But it sounded
good to say that if we continued with the 35-ball, we would
build on our experience and save both money and a lot of
inconvenience.
I thought Olympus 22 was a better and more complete
than JT8D engine, but was wrong as well. Some time after the
decision Ia man down TSR.2
in England. Thus was the Olympus 22 out of the picture.
But this did not at the time of the decision, which largely
was a common "high-level confusion" decision. We had
to go to East Hartford in the United States and talk to P &
W people. Much was undone on JT8D before it could be
useful.
Then came the work underway at 37: an. A little bit to
begin with. The aircraft would have a huge radar diameter
and efterbrännkam- mare was desslikes great. The
wagon was knub- big worse. One could ask whether a
supersonic trailer would look like. The aircraft would not
be an airplane without a "system". My view is that the
aircraft was the same sheet metal box as usual, but the
electronics cans were said to be developed so that they
could cooperate with each other. But the concept of the
system was good (for those who did so) it created a bit of
mystery of it all.
So: The aircraft was officially only one of the pieces
of the puzzle. As a system uniting appointed Harald
Schröder,
208
and he was certainly good as cohesive message. He had
read aeronautical engineering but had no construction
experience and was not air educated. As construction
was the airplanes net fatherless. No special project
engineer had brought the aircraft. The responsibility for
design are delegated to the group leaders. They would
write on the drawings and the final approval authority. In
35-ball, I had written on each drawing, a number of the
10 000. Obviously, I had not been able to call everyone,
but I looked carefully at all the drawings that had large
disaster risk. In the 37-ball was no, would not be
someone who had overall design responsibility. System
people did not see a plane drawing. Talked exclusively
about electronics cans. Olle ES-ping, who has been my
co-workers at 35 than in many years, was appointed
konstruktionssam- ordi- nating role at a time when the How come the Faroe DIGA
project was long-term. Did a decent effort, but did not, aircraft to be? Do not look
Olle Esping and Erik Bratt
and did not write the drawings.
slightly worried when they
review the model? Photo:
Saab

Alf-Thoor a Ingesson ntogs
as fältflygarelev 1967, and
received the vanes 1970. A
trained at 32 at 17 F and
flew later F 6 AJ 37 until
1997. flight instructor,
helicopter pilots and
psychologist with service
availability special
psychologist. Showing pilot
in the Air Force ago
1983rd
A field airmen remember its Viggen
Why Saab 37 Viggen was named for me is unknown. Saab's
imagination and strategy regarding its name to aircraft types
have always puzzled.
We remember the name earwig if it was Saab who
named the aircraft 21 to it. TUN nan was certainly an
appearance after fitting name but was not so glamorous.
Boom child such as B 17 and B 18 bevärdigades no
name at all. The basis of purchased kreatio- nerna had
already glorious and rewarding respektin- names such as
Vampire, Mosquito, Venom, Mustang, Spitfire and
Hawker Huntington best. Name that gave hope and
promise of segment parameters. In contrast, one of the
full-hits like Lance, Sweden's powerful weapons with
both momentum and speed, something to be proud of.
Sequel Dragon really felt like something to have respect
for. Saab's current pride, Gripen has of course also an
intriguing name with memories of olden days.
But Viggen? Perhaps the idea was to re-ferera to low
level flight and speed of the Baltic Sea, where the living
model keeps to, or had been inspired by the short film
Viggen Viggo 1960s, as the Other things being contains
a short sequence with a rotating 29s scares the poor
Viggen, inglorious. There might be some readers who
can shed light on this mystery.
For me, the Viggen a giant bear. The bear might have
been appropriate given the first flygeskaderns old
krigsuppehålls- place in Dalarna (not to be confused with
the wooden bear outside of Skara where the exercises
were led away.) It might baptized 37-ball to Baloo, you
know that the bear in The Jungle Book. There are many
similarities. Large, super strong, fast when it was needed,
persistent, could carry a lot, sometimes quite clever but
really little choral kad, well CK 37 (the computer in 37-ball)
got the better over the years, also was a 37-ball kind
unless you was too mean to him.
He…. 37 is a he. The barrel is a silver gray old lady
we know, the Dragon with
209
its beautiful design is obviously a woman. Gripen is
certainly not so beautiful but have female forms and
sounds, like the Dragon, but still high squeaky, further
feminine traits. Nothing against Viggen (yes, I AN turning
well that name then) powerful rumble. Lance is also a he,
albeit a little older uncle. "Attack and bombers are for
men while the fighter more to be done by the
womenfolk." Old truth on the plains of Västergötland.
After nearly 2,000 hours in Viggen, there are of
course many memorable events. I could tell you about
the long dark nights of the east or west sea when we
rehearsed attack attack, usually RB 04 against naval
targets. Tactical unit was four aircraft and low altitude,
with collections and undanma- növrer at very low
altitude, were living. A flight tactics that were driven
almost too far, and was enhanced by the head of first
flygeska- dern, General Olson, after several failures.
Lysbombsanfall with subsequent collections between
verkansgrupp and decoys.
Air Contrary to the chase where we were four against
four. When hunting Viggen came and replaces tea
Dragon became very tight. The dragon could certainly
take their 7-8 g, occasionally 9g (yes, it was) but had
higher courts when it had to go out and get the
momentum resulting in larger spaces. On Lans time we
were sometimes eight against eight Dragon. I could talk
about the attack missions in the north with very sharp
folding with associated low level flight but our role as hunt
pilots, we should not talk so much about. Admittedly we
had the RB 24 and 24J and RB 05 but akanutrustningen
were substandard. Exercise installation with
12.7 mm was otherwise inherited from mouse tang. The
tactic was from the old 29 times. The intention was that the
attack could be deployed in hunting role against enemy
bombers during good weather and daylight conditions. It
went so well there. Then we were the better to defend
against attacking hunting when we flew in the attack role, we
usually went victorious from these duels so
long resistance was the MiG-21 in nature, the exercises
represented by the dragon. When hunting Viggen came and
reality consisted of the MiG-29, that was the end of the
honeymoon. There we were quite stand a chance.
Some have probably mentioned about our failures.
37-ball did get a bad start with three wing offense. The
cause was blamed at first Saab reflexive magnificent in
the air force and the way to use the aircraft and the pilots
inability. Saab did, however, face the music and after
modifications so it was of course quite well. Responding
to the spinal cord and blame the drivers are,
unfortunately, a bad habit that is still partly alive in the
Gripen time but we can take another time.
We had several fatal accidents. Some at night, some in
bad weather, some in advanced ced flight and air combat.
Bird Collisions also demanded sacrifice. In addition, some
technical failures. Overall it can be said that the accident
causes the SD problem. That is disorientation, with
consequent dramatic reduction in the external environment
perception. Although sometimes went to track överambi-
tion, as were shortcomings in the business environment
perception
210
dominant. The ancient pilots learned to deal with
disorientation, the "hard way". When Viggen came,
systems with even that good with SI etc which led to the
sine nesvillor became rare, and thus less experienced
among drivers to handle them when they nevertheless
occurred.
I remember the then flotilla manager F 6, Gunnar
Hovgard, after a collision accident between two aircraft
outside Kristinehamn nehamn came down in the division,
threw his worn briefcase on the table in order courtroom
and said, in all seriousness: "I hereby forbid I breakdowns
categories "! We had then had breakdowns annually for
seven-eight years. A document from the usually Lugne and
sober Gunnar that surprised everyone. The strange thing is
that it worked. The remaining ten years of F 6's history,
there were no further failures
It never ceased to impress me was Viggen traction.
As most people know had Viggen, besides basic engine,
a three-stage afterburner. Because the motor, max
extinguished (MS) were not aircraft so im- pressive, even
slightly. In the control of flights warm days, when the start
Ebk boot from Kosta- base.
of compulsory Photo: Emil Lindberg
Nocturnal Tufted Lanzarote.
Photo: Åke Andersson
the engine was, it was just in the air. Ebk zone 1 was a
farthållningszon used to maintain combat speed, Mach 0.9, at
low altitude with a heavy load. Zone 2 was an acceleration
reduction zone and a startzon. Zone 3, however, this happens
stuff. The word accelerating is not sufficiently. Viggen
runaway. At start zone 3 so rotates by about 400 m, with the
end of the runway passe- race about 800 km / h and after
further allow the needle eyes kilometers reached Mach 0.8
when taking in with 45 g while the speed continues to increase
to Mach
0.9. Now helix angle close to 80 degrees to the passage
of about 6000 m to start flat selected for when accessed
10000 m be about 30 degrees. The time from "brake
release" to 10 000 m is at about 1 minute 50 seconds. A
really cold winter is the time down to just under 1.5
minutes. That's about the time it takes for a passenger
wagon coming in the air and take in place.
At times when we flew passengers in SK 37 we
started usually with a quiet lågna- navigational aid
followed by a mock attack attack and then make a
maxstigning to 10 000 m.
211
Then the fuel down in pleasant 50% and when lighting up
Zone 3 (bin three firewood in the fire one of said F 15)
spiraling air plane away with such force that the head is
difficult to be held upright. It was during the subsequent
ascent path angle 85 degrees and lying on his back in
his chair. Minimum nossänkning means infallibly
transonicvar- solution (yellow lamp) with subsequent
supersonic. Once at the height of a short överljudare
then reduce the height to the lowest by a number of
half-rolls. As long as you kept the indicated speed below
600 km / h went it around pretty good. Lets you speed
rail to get rodermo- segment limit and then it quickly
becomes dangerous thoroughly. Baloo ilsknar to. We
used to call these demonstration flights for Liseberg
Pass.
One of my enduring memories is precisely these ascents.
For night operations as we lay on the goals of Vattern and fired
rockets and dropped bombs were sometimes given opportunities
to almost become an astronaut.
I remember a few times when we after shooting
had little time and fuel
left and the weather was one of those helklar cloudless
night. Usually we rotate. We broadened the root with a
gap of about 500 m and 200-300 m above the water, got
permission to control rising straight to 12,000 m (in
today's airspace, it is almost impossible, but in the 80s it
went) sludge lit (zone 3 ) from a speed of 800-900 km / h
and then it was off. Mach 0.95 in an almost vertical pitch.
Rote comrade jetlåga was initially intensively yellow and
10-15 long to slow down and get an all blåaktigare tons
higher we got. Upon passage of 6000-7000 m rollade we
slowly around the individual and the fotsatta climb
solution was to say in the supine position and with 0
grams. At the same time opened up the earth beneath us
and when we rollade back on 12,000 m felt that
Gothenburg was just under on the one hand, Linkoping
over on the other side, Stockholm a bit further away and
SKA nestäderna in the south. Oslo farther on one side
and Visby on others. The feeling of reaching orbit in a
space capsule was to-speech. The entire trip from
Vätterns dark surface of 12,000 m had gone in about 40
seconds! A huge starry completed the car it of actually
being in space. After some half-rolls we were quickly
down at low altitude, LAN Dade, drove in and found the
smile on the way to the division that had a really crappy
job, but 'someone was forced to do it. "
212
A bit odd maneuver should be mentioned. Draken- guys
in Uppsala had over the years proven a maneuver called
"short parade" or "Wacka" as the F-10 drivers named it
once they had learned it. The operation was carried out
by one of the large fluctuations in position to stick in the
stomach and then the aircraft sat, made a weaving, stick
fast forward and the aircraft flew again but with
considerably lower speed. The first time I saw it was in
connection with a dogfight Hanöbuktens against F 10. I
had started to get in shooting position of akan on 35th
when it suddenly reared up in front of me and then I
passed without time to shoot. Although he ended up
behind me without momentum. However, it had served
as a final avoidance maneuver.
Afterwards, I talked with the driver in question (the
best that he can remain anonymous, but he later became
an accomplished display driver), what he had done.
Once I got clear to me as I observed that it would go with
the aircraft 37 without a significant overload. Overload at
37: an is sensitive, 35-guys did not care, their trailers
was for everything. However, if the speed was low
enough around 350 km / h, then it should be pos- sible.
On a check flight some time later I tried. It went very well.
Speed
350, the lever fully backwards with a big touchdown,
nose stood up straight, lever back and everything was in
order again. The load was
AJ 37, F 6-03, taxi out
to start loaded with RB
75. Left wing seen also
a large capsule, KA.
Photo: Åke Andersson.
 less than 4 g. Alpha could not be read by the trustee then
mA went to the bottom but roughly about 45 to 50
degrees. Max Alpha Attack Viggen was 18 degrees, we
were careful. (Otherwise, it was possible to fix away by a
small special button control with the PC stage switch in
the landing). However, it was great to do a half roll with
Alpha 27, on condition that it was up to zone 3 and did
not touch the gas. Minimum considering gasmanövrering
led inevitably a pumping. It was not unexpected CIS
teachers F 15 that tried out the latter.
The engine, RM 8A, was generally pumpkäns- Resistant but
as long as you had the maximum zone 3 and flew clean and did
not touch the gas at all of Alpha 17, so it was no problem.
Air Force veteran squadron keeps today two Viggen
in order to make it possible to resume the flight in the
future. A AJS 37 and SK 37. Most recently, I had the
privilege to operate the Viggen was in October 2008.
Unfortunately, only on the ground in connection with
motorkör- up. But to light up zone 3 need to be out on the
track and do a mock boot. Can not tether a Viggen on
the ground with full throttle except in motorkörningshus
and hardly even then. The feeling to know drag
Sharp Loaded in incentive
dent preparedness. Photo:
Emil Lindberg
213
goat was still as amazing. The weather was helklart and
it was summoning my utmost willpower I pulled off at
lightening speed and reverse down to tax- up
momentum. Had I had a week to go until retirement, so
maybe I had been flying a turn. The five minutes of
flygvapeninspektörens blazer cab, I had almost taken.
Hopefully we will be Tufted boys in the air once again
aiming to be able to show it on the flight days now and
then, but only the rumbling of a Viggen allows people to
Q 7 goes to the streets to just listen. Crucially, except the
Armed Forces desire to veteranflyg- division mechanic
Håkan Andersson cope. He is today, largely alone, an
entire division, veteran fly in the air.
There is obviously a lot to tell you about this amazing
aircraft with the ridiculous name. My little story is some of
my memories. I'm not an engineer so these things get
someone knowledgeable in this topic tell you but no
matter from which direction, what aspect we aspire BE
aircraft so did Attack Viggen with his master E 1 decisive
action Sweden. Finally, after having spent a total of over
7000 hours of Saab aircraft as a driver, I as a customer
very happy.
A Supreme Commander's thoughts on Viggen
The project that I am in my professional career, most came
in contact with was not Viggen but its successor JAS 39,
the first version was built during my OB time.
Tufted project gave me memorable STUN der during my
years as Supreme Commander. E.g. When I got to go on a
flight to the east of Gotland and after contact with the other
side's readiness aircraft had to turn back home at a low
altitude over the Baltic Sea, feel the afterburner switch on
and make our own coastline rushing toward us. Perhaps the
most interesting of the business was the development of the
project that led to the AJS version. This started with the
initiative of the so-called grass roots, if one may call the
pilots, and took place in the late 1980s. It belongs to the
benefit of the small country that it is possible to take the
initiative at the local level, and taken from there to reach even
"those in Stockholm", the staffs, administrations and industry.
What emerged from the Swedish The model of
cooperation between the defense and the input
INDUSTRY - with attempts at anti closely with those who
will use the system - has often resulted in practical things
for the soldier's craft, like the art actually once meant. It's
just to name såda- na systems grenade rifle (basically
from the 1940s) with its variety of ammunition,
transported in a Snowcat 206 submarines
214
with air independent machinery and wire-guided torpedoes and
aircraft systems as the Viggen with its unique clarification on the
scale bases.
Over time, maintaining their own evolving aerospace
industry is a costly affair, as a general conscription is in a Bengt Gustafsson, General,
began a highly successful
welfare society. The Army and Air Force took because
military career fältflygarelev
during the Cold War third part was the defense budget.
of Ljungbyhed but had to
The Navy, which had to settle for a sixth part, quit after three months.
complained publicly well most of the "unnecessary" large Began the engineer troops
army, but had pretty much all the same reason to and concluded that
Sweden's Supreme
complain about the short turnover times of aerospace
Commander 1986-
systems, as domestic capacity required. As derived from
the army may well unloading slowed me if I point out that
it is actually required at least thirty brigades (of different 1994.
types depending on the terrain) to accept the policy
objective of a competitive trollerad form "meet two
simultaneous attacks against our country, one of the
coast and across the land border in the north. "
When the number of brigades gradually decreased
also received the operational task changed, first to "and
sustained delay in one direc- tion" (in the north, one can
imagine!) And then to "meet only in one direction." Since
2000, it has well been difficult to even be in the direction
of an attacker would choose to come.
Shelf F 13. Photo: Åke
Andersson
Large formations began
to become rare during
Viggen period.

Photo: SFF archive

Frustration has been well during the Cold War have been ... Then continued övlt Wachtmeister, FS, with FV
largest in the fleet, which seemed to have been the only part of this issue and pointed out that with FPL 37, the
part of the defense that did no good for the neutrality of system of reservvägbanor more rationally utilized. ...
the guard in the 1940s. Already in the first försvarsbeslu-
field after the war, in 1948, had to begin stress on the
foot for a more towards hunting restructured Air Force. After his retirement, Åke Lindemalm gone through their
The retreat continued, mainly of decisions in 1958 and diaries and in some cases commented on the text on the
1972. The frustration came specifically for the outlet in back sides. In this case, there is a long comment:
ubåtskränkning- the 80s. The preparation I now take for
an essay on these, including meant reading of several 1971. As I write these comments, I have intelligence
diaries for managers during the Cold War. The manager that clearly indicate that 37 -an will never be a unit
of the Navy during the 60's, Åke Lind Malm, diary, one aircraft, believed at that time about 6 years ago.
can also find a perspective on Viggensyste- system,
authored by a militärledningssam- mantrade in the
mid-60s:
J 37 must clearly have a different motor to be
used as fighters. It should, according to information I
received from reliable hold up costing in terms of size
of 0.5 billion in present values. The consequences
Then followed an orientation investigation according question
are therefore a significant reduction in the number of
a) "Recognition of the advantages and disadvantages with
aircraft. This story shows how in the build-up of the
LAR unit aircraft attack as the first version. ' The orientation
began with a comparison between different fpltyper the
different possible combinations attack hunting. The account
Swedish air Force
appeared that the only system that is equivalent in cost
took all wrong about the future. They built an
related to FPL 37, A 35, although this performance will be
organization that was too big and misconstruing
worse than A 37th
Prior cost.
They created a superpower Air Force for a small country.
The final point of the presentation was that if we
continue on the 37 project and UN- danröjer obstacles
to a rational development, you can probably avoid cost In my study (See FOKK No. 12 at the Defense
overruns. College) over Soviet intentions in

215
North by a war between the great power blocs in Europe,
I have concluded that this "superpower Air Force" was of
great importance. In a show of comparison with NATO, it
was just air mode situation appeared gränssättan- the
order of the Soviet Union could quickly establish a
"maritime defense zone" in the Norwegian Sea,
insulating Scandinavia from the Anglo-losaxiska world. It
was estimated, however, that surprisingly able to occupy
Denmark and northern Norway, while Sweden, as well as
at the German operation Weserübung in April
1940, remained neutral. The strength comparison flabby
man then expect a Swedish flygva- pen on the opposing
side. It counted anything more with the use of
communications by Finland without a fight, which seems
more uncertain. Perhaps also a continuation of the
Swedish railways of Boden to Narvik.
In other words, our target neutron tralitetspolitik,
supported by a small country for a strong defense,
would, according to the study have been able to be
realized in a major war in our region. What use, one may
ask, if the result was that we stopped as a sovje- athletic
satellite state? Would not it have been better if we helped
to defend Denmark and Norway? Well, this has meant
that NATO could prevent the Soviet Union realized their
Scandinavian intentions of the war in Europe! One might
also ask whether NATO allowed ourselves to be, or
dragged us into war by
216
use our airspace for the flights? If we had to choose
sides, there is probably no more doubt that the election
has become?
So Tufted system played an important role also in
surrounding states assess conditions on the military
situation for a possible war involving the Nordic region. In
addition, the Swedish defense and perhaps foremost
aviation industry had great significance for other
industries and its export success through the spread of
technology that has given rise to. The latter might be an
important motivation for the government also ordered a
three-part series of the JAS 39, which I as a retiree stood
very critical. It went in 1996 to ensure that we would not
be committed to put more than we already had ordered in
batch one and two. The decision, which is also
accompanied by deteriorating economy rules for defense
- the source of most of the politicians created the
so-called "black holes"
- would cause a far greater imbalance in our defense
than has ever existed during the Cold War. During the
years of payments until 2007 stood the great harm to
weakened year's exercises - also in the Air Force
- and other defense contractors. With nuva- generating
economic conditions for the defense, we still can not
indefinitely maintain a military aircraft - and for that
matter no conscription. Would not it have been better to
stop also the production of aircraft in time?
Lt. Martin Frame- his taxi
out with its YES 37 before
an air show in
Colmar-Meyenheim,
France, in June 2002.
Photo: Emil Lindberg

Sven-Olof Olson,
Lieutenant-General and
head of the Air Force from
1982 to 1988. After officer
in 1948, he has acquired
extensive experience in
both the propeller to jet at
all levels of the Air Force.
Surveillance of foreigners to be
naval vessels in the Baltic Sea.
Photo: SFF archive
Tufted program in the rearview mirror
When I look back on Vigg era in our Air Force, I can
distinguish three periods during which Tufted system had
a central place in my professional life. If the first period,
Tufted system's creation, I have told you in the previous
chapter Viggen in Chief 65 and FU 65th
The second period covers the period 1977-
1980, when I was head of the first flygeskadern, E 1.
During the period completed attack even ombeväpning
from A 32 Lansen to AJ 37 Viggen. While equipped air
reconnaissance with SH and SF 37th
The third period is the years 1982-1988, when I, as
head of the Air Force could feel both joy and pride in
being the head of one of the world's best air force, where
Viggen constituted the core.
In the years 1978-1988, I flew also have AJ and SH /
SF 37, albeit to a limited extent. Tufted flight F 15 on my
last day as head of the Air Force became for me a
memorable end to a more than 43-year-old flygarkarriär.
217
When I left as head of the E 1 1980, ombeväpningen of
the attack to AJ 37 completed. E 1 named in the
operational context, as "Supreme Commander club".
Viggen as attack aircraft gave emphatically evidence of
that term. Viggen unique ability to GE nom reversing
engine thrust to land on short courses even at slip gave
the whole Tufted system an outstanding surgical
flexibility.
As a reconnaissance aircraft Viggen constituted a
cornerstone in terms of maritime surveillance and
information gathering. The Viggen system we had
continuous control of what was going on primarily on the
Baltic Sea. And SF 37 could often return with a unique
artwork. Reconnaissance aircraft usually created the
basis for the attack action and could also record the
intervention results.
During my time as head of the Air Force
ombeväpnades main part of the quest to YES
37. JA 37 was not just an aircraft; it was a
system. In some particulars, there were other aircraft in
the world that could compare with or exceed YES 37 in
performance. But On balance, in combination aircraft -
radar
- director and navigation aids - beväp- up, we had an
aircraft system in the world class. As CFV I experienced
both during visits abroad and then we had high
representatives on a visit to Sweden, the impressive
impression Tufted system did. When I in 1988 by flight
magazine Aviation Week & Space Technology received
the symbolic laurel wreath "for Successively
housekeeping That neutral nation's combat acts of the
technologi- cal and operational equal to its counterparts
in Both East and West," it was largely Tufted system
earnings.
Many are the people who in one way or another have
contributed to Viggen system efficiency. They have every
reason to feel proud of Tufted era in our Air Force.
attachments

1. Comparison of the project in 1532 and 1534. Motor JT8D.

After the announcement in December 1961 that KFF had chosen engine, that P & W JT8D, without any Item No.
regående project studies reported these sketches by Arne Lakomaa. A quick comparison between the two options: 1532,
delta wing with the jet deflection and 1534 foreplane, VI said "the duck" benefits.

2. Viggens Vänbrödralag
Erik Dahlström's first recognition of the members of Viggen Vänbrödralag with the first 30 pilots who flew the
Viggen.

3. Two thousand hours club Viggens

The "official" list of Air Force pilots with more than 2000 hours of Viggen.

4. Contacts with SR-71

Contacts between the Swedish hunting and American SR-71 from 1981 to 1988.

218
 Appendix 1

219
Annex 2

220
 Appendix 3

2000h +

Tord quartz 2924.76 KVA

January Setterberg 2825.96 SAB
Bernt Andersson 2651.22 ADO
BO Hagelin 2438.42 HAG
Bo Hägertz 2384.51 HAZ
Sven Huldberg 2267.94 SKIN

Bosse Maple Flower 2212.82 SALARY

Bertil Höglund 2201.22 HG

Torbjorn Halling 2193.07 SLIPPERY

Lars Bengtsson 2154.06 BEG

Bjorn Sverin 2148.37 ITS
Ola Gynäs 2130.66 GYN
Tore Ottosson 2130.14 OTT
Peter Linden 2127.49 LII
Michael Nilsson 2122.05 NIS
Clas-Göran Paulsson 2100.32 PAN
per Brodd 2082.73 SHED

Per Kallerhult 2070.79 fun

Jerry Pousette 2056.52 POT

221
Annex 4

Contacts between the Swedish hunting and SR-71 to the time when JA37 GE mented
incident contacts toward this goal. Information The basis dad on IFL reports

Date Time Dressings Aircraft type F-number Driver

821026 1426 2DIV F13 JA37 M49 Fdir January Angner Kn

Ulf Johansson

821101 1107 2DIV F13 JA37 M68 Kn Per-Olof Eldhestar

821101 1210 2DIV F13 JA37 M62 Kn Torbjörn Engback

821119 0920 2DIV F13 JA37 M68 Kn Per-Olof Eldhestar

821129 1040 3div F10 J35 J58 AJ CG Alm

J02 K M Heiman
821206 1005 2DIV F4 J35 D65 Fk Brandt
D58 Fk Salomonsson
830112 0950 2DIV F13 JA37 Kn Bo Andersson
830125 1000 2DIV F13 JA37 M59 Kn Per-Olof Eldhestar

830616 1543 1div F17 JA37 Q46 Kn Björn Lundkvist

Q42 Kn Bertil Kersmark
830721 1320 1div F17 JA37 Q34 Kn Lars Gardell
Q25 AJ Gilbert Hägg
830921 1330 1div F17 JA37 Q35 AJ Thomas Sandell
Q43 Kn Anders Borgvall
830923 1458 2DIV F13 JA37 M49 Kn Bo Andersson
M62 Kn Jerry Pousette
831005 1150 1div F17 JA37 Q35 Kn Kjell Palm
Q42 M Torsten Landberg
831005 1405 1div F17 JA37 Q26 Kn Mats Heiman
Q41 AJ Gilbert Hägg
840312 1215 1div F17 JA37 Q48 AJ Gilbert Hägg
Q45 Kn Anders Borgvall
840317 1047 1div F17 JA37 Q45 Kn Björn Lundkvist
Q47 Kn Anders Borgvall
840508 1507 2DIV F13 JA37 M31 Kn Christer Staaf
840619 1700 1div F17 JA37 Q42 Kn Mats Heiman
Q39 Kn Björn Lundkvist
841117 0936 2DIV F13 JA37 M38 M Berndt Weimer
M31 Kn Ulf Johansson
841214 1345 2DIV F13 JA37 M31 Kn Christer Staaf
841227 1056 1div F17 JA37 Q40 AJ L Johansson
Q33 Övlt G Tillqvist
850201 1325 2DIV F16 J35 P07 Mj Jan Björk Tribe
P01 Kn Hans Sundström
850221 1320 2DIV F16 J35 P63 M Peter Runström
P35 Kn Sven Lindstrom
850227 1325 2DIV F10 J35 J08 Kn Peter Birch
J21 KG Kindblom
850328 1125 3div F21 JA37 U05 AJ Haglund
U16 kn Aråker
850531 3div F21 JA37 Q40 M Anders Holm
Q43 Övlt Bengt Martinsson
850724 1500 1div F17 JA37 Q46 M Bertil Kersmark
Q73 Fk Christer Norberg

222
850808 1515 2DIV F16 J35 P31 K H Starkman
P35 M S Andersson
850821 1630 2DIV F4 JA37 D37 Kn Bengt Österberg
D36 Lt. Brandt
850823 1425 2DIV F4 JA37 D37 kn Soderstrom
D43 kn nutzen
851204 1410 1div F4 JA37 D51 Mj CG Palmqvis
D55 Erik Trossman
851210 1305 3div F21 JA37 U20 AJ T Haglund
2DIV F21 U21 K S Sonestedt
860109 1325 2 div F13 JA37 M38 M Per-Olof Eldhestar

M60 Kn Roger Moller

M59 Kn Ulf Johansson
860204 1120 1div F4 JA37 D42 Kn Göran Westerlund
860904 1030 2DIV F13 JA37 M31 M Pettersson
860904 1055 2DIV F13 JA37 M37 Fk Michael Martin
861004 1115 1div F17 JA37 Q24 AJ L Johansson
Q42 Fk J Linder
861008 1345 2DIV F13 JA37 M39 M Per-Olof Eldhestar

M60 Fk CJ Wallberg
861223 1310 2DIV F21 JA37 U21 Kn Hjalmarsson
870316 1415 2DIV F13 JA37 M39 Kn Torbjörn Engback
U33 L Gustavsson
870323 1435 2DIV F10 J35 J53 kn Lundmark
J39 Fk Sjunnesson
870402 1435 3div F21 JA37 U18 Fk Norberg
U17 AJ Haglund
870424 1410 3div F10 J35 J35 M Bo Göran Nilsson
J36 AJ Vincent
870629 1514 2DIV F13 JA37 P21 Kn Roger Moller
U32 M Krister Sjöberg
1523 div F6 AJ37 F19 M Lars Erik Sheet
F22 Fk Bo Ignell
870713 1330 2DIV F13 JA37 M49 Kn Torbjörn Engback
M69 Fk Öhman
870721 1500 2DIV F16 JA37 P27 / 37? M Jan-Olof Persson
P54 AJ Brink
871106 1300 1div F17 JA37 Q48 Kn January Prytz

Q60 M Dick Niclasson

871203 1145 1div F17 JA37 Q48 AJ Gilbert Hägg
Q34 AJ Johansson
880128 1430 1div F4 JA37 D10 AJ Jan Fröjd
D34 Kn K Johansson
880610 1330 div F16 JA37 P22 Mj Jan Björk Tribe
U02 Kn Goran Rehnström
880728 1455 2DIV F13 JA37 M63 Fk David Gylling
880728 1455 2DIV F13 JA37 M63 Fk David Gylling

223