[spoiler] what the Swedish tech tree could look like

Started by J311yfish, May 03 2014 09:35 PM

Saab Sweden Swedish tech tree neutral Svenska Aero Sparmann Hawker Heinkel

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J311yfish #1 Posted 03 May 2014 - 09:35 PM

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Timelines // Designers & Designs // Engines, Manufacturers, Locations // Airfoils // Alternates // Production

Accountability (tiers approx):

Tier

J - Jaktflygplan (Fighters)

A - Attack / B - Bomber

S - Spaning (Reconnaissance)

Omitted

J 3 (Fokker CV-D)

J 4 (Svenska Aero/Heinkel HD 19)

J 5 (Svenska Aero Jaktfalken)

J 6 (Svenska Aero Jaktfalken)

B 1 (Fiat BR)

B 2 (Fiat BR1)

S 5 (Heinkel He 5 "Hansa")

S 6 (Fokker C.V-E)

P 1 (Sparmann S1)

J 1 (Phönix D.III)

J 2 (Nieuport 29C-1)

S 1 (FMV S 21)

S 2 (Heinkel He 2 "Hansa")

S 3 (Heinkel He 3 "Hansa")

S 4 (Heinkel He 4 "Hansa")

P 3 (Sparmann E4)

J 7 (Bristol Bulldog)

B 3 (Junkers Ju 86K)

B 4 (Hawker Hart)

S 7 (Hawker Hart)

S 8

S 9 (Hawker Osprey)

S 14 (Fieseler Storch)

III

J 8 (Gloster Gladiator)

J 9 (Severseky-Republic EP-1)

B 5 (Northrop 8A-1)

B 6 (Seversky-Republic 2PA)

B 16 (Caproni Ca.313)

S 10 (Breguet 694)

S 11 (Dornier Do 215A-1)

S 12 (Heinkel He 114A)

S 16 (Caproni Ca.313)

B 7 (Fokker G.1b)

P 8A (AFF-ASJA G 1)

J 11 (Fiat CR.42)

J 20 (Reggiane Re.2000)

B 17 (Saab 17)

Götaverken GP 8

S 17 (Saab 17)

AFF-Gassner P 7 project

Brewster Buffalo

J 10 (Vultee 48C Vanguard)

Fiat G.50

J 22 (FFVS 22)

B 18 (Saab 18)

S 18A (Saab 18)

P 9A (Saab 19)

J 24 (Saab 24)

J 26 (North American P-51 Mustang)

J 30 (De Havilland Mosquito)

B 18 (Saab 18)

B 24 (Saab 24)

S 26 (North American P-51 Mustang)

VII

J 21 (Saab 21)

J 23 (Saab 23)

P 9B (Götaverken GP 9)

A 21 (Saab 21)

Saab 210 (Mini-Draken)

VIII

J 21R (Saab 21R)

J 27 (Saab L-27)

J 28 (De Havilland Vampire)

A 21R (Saab 21R)

A 28 (De Havilland Vampire)

S 31 (Supermarine Spitfire PR Mk.XIX)

Gloster Meteor Mk.11

Gloster Meteor A.W. 62

J 29 (Saab 29 Tunnan)

J 33 (De Havilland Venom NF.51)

A 29 (Saab 29 Tunnan)

S 29C (Saab 29 Tunnan)

J 32 (Saab 32 Lansen)

Project 1210 (12/1949)

Project 1220

Project 1250 (04/1951)

J 34 (Hawker Hunter)

Project 1100 (spring 1948)

Project 1108 (05/1948)

Project 1119 (mid 1948)

Project 1150 (1947+)

A 32 (Saab 32 Lansen)

S 32C (Saab 32 Lansen)

J 35 (Saab 35 Draken)

Project 1325 (03/1954)

Project 1338 (12/1954)

Fighter / Multirole Fighter / unrealized project / imported / not delivered

Sources:

Older versions:

Further refinement:

old notes:

The chart below indicates that it is possible to work around "licensed production" if necessary, but only if details can be found on the unrealized aircraft (Sparmann, Gassner):

Tier	Fighters	Attack	Alternate	Omitted
I	Jaktfalken			S5 / S6 / Sparmann P1
II	Gladiator	Hawker Hart	Sparmann E-4 / J7 / J11	S7 / S8 / S9 / S12
III	EP-1	Northrop 8A-1	AFF-Gassner P7 project	B16
IV	Re.2000	Saab 17	Fiat G.50 / Brewster Buffalo / Vultee 48C / Fokker G.1a	Götaverken GP 8 / AFF-ASJA G 1
V	FFVS 22	Saab 18
VI	Saab 19	Saab 24	J26 / J30
VII	Saab 21	Saab 21	Saab 23	GV-AFV GP 9
VIII	Saab 21R	Saab 21R	Saab 27 / A28	S31
IX	Saab 29	Saab 29	J33
X	Saab 32	Saab 32	J34

I have deliberately widened the tolerance for acceptable alternates simply because there are not many options available. The list includes projects that did not make it to production (highlighted), aircraft that were ordered but never delivered (Vultee, Fokker), and aircraft that were assembled in Sweden and flown by Swedish pilots for the mutual defense of Finland. The highlighted colors are to help with identification of projects that don't have much information (see work in progress below).

Unknowns

More information needed:

L 10 (1938): Saab B/S 17 -- this is the project that competed against the AFF-Gassner project; eventually produced as the Saab 17 bomber/reconnaissance aircraft; contract awarded to ASJA for 2 prototypes on November 29, 1938. (Andersson, 59)
L 11 (1938): Saab B/T 18 -- this is the project submitted by ASJA (Bror Bjurströmer) that competed against the Gotaverken (Bo Lundberg) proposal and Saab (Alfred Gassner) proposal; ASJA and Saab merged early 1939; the ASJA project was modified and a first prototype was ordered in November 1939 designated Saab 18A; second prototype ordered February 1940. (Andersson, 66). First prototype flown June 19, 1942; second prototype flown soon after; both powered by Twin Wasp engines (Andresson, 68). Order placed for production of B 18A July 31 1942 (Andersson, 68). This is the Saab 18.
L 12 (1939): Conventional fighter with radial engine, given the designation J 19 but never built. This is the Saab 19. ("The Swedish Zero") 605 km/h
L 13 (1939): What became the Saab 21, later during development called L 21. This is the Saab 21.
L 23 (1941): Conventional alternative to J 21. This is the Saab 23. ("The Swedish Bf109/Mustang") 626 km/h
L 24 (1942): Bf 110 lookalike, given the designation B 24 and J 24, cancelled. This is the Saab 24. ("The Swedish Bf110")
L 27 (1945): High performance piston engine fighter, given the designation J 27, never built. This is the Saab 27. ("The Swedish Super Spitfire") 700 km/h

~~P 1 – Sparmann S 1-A. 250km/h~~

~~P 2 – Focke Wulf Fw 44J Stieglitz. Redesignated Sk 12. See chapter Trainer Aircraft.~~

P 3 – Sparmann E 4. Fighter aircraft, reminding of the German “Stuka”. Only a mock-up built. Cancelled in 1937.

~~P 4 – Fiesler Fi 156K-1 Storch. Redesignated S 14.~~

~~P 5 – Handley Page Hampden.~~

~~P 6 – Focke Wulf Fw 58 “Weihe”.~~

P 7A – Prototype for SAAB B 17A.

P 7B – Prototype for SAAB B 17B.

P 8 – Prototype for SAAB B 18.

P 8A – AFF/ASJA G 1. Twin-engine medium bomber. Cancelled in 1939.

P 8B – Götaverken GP 8. Twin-engine medium bomber. Reminding of Dornier Do 17. Cancelled in 1939.

P 9A – SAAB L 12. Fighter of conventional type. Cancelled in 1939. Also known as P 19/J 19, a.k.a. Saab 19.

P 9B – Götaverken GP 9. Fighter of conventional type. Cancelled in 1939.

P 3 -- Sparmann E-4 all-metal fighter

-- developed by Edmund Sparmann on contract for the Swedish Air Force between 1934 and 1937; canceled 1937; Sparmann's company purchased by Saab at the request of the government in 1937 (Andersson, 14).

-- Sparmann may have remained with Saab for 3 years (unverified source)

-- Sparmann may have invented a gyro-stabilizing device in 1913 (source, source)

-- if this secondary source is correct, then E-4 was to use a 680hp Nohab-built engine, 400km/h, with 2x12.7mm and 2x8mm

-- may have been designed in 1936 with bent wings similar to F4U Corsair (source)

-- "In 1936, it was decided to reinforce the Swedish Air Force, as new, modern aircraft were desperately needed. Sparmann, who suffered from being a small-scale producer, decided to aim for bigger prizes, and started rapid development of three new aircraft: a tourer (Sparmann S 2), a glider (Sparmann S 3) and a fighter (Sparmann S 4). Sadly, for Sparmann, his projects were unfinished when Saab and ASJA were granted a monopoly on deliveries to the Air Force in 1937, so he was forced to give up his company to the Saab and ASJA joint venture ..." (Annerfalk, 56)

-- "A fighter of which a prototype was ordered in 1936. Subsequently cancelled and the J 8, Gloster Gladiator, was ordered instead." (Annerfalk, 188)

P 7 -- AFF-Gassner project

-- "... design competition early in 1938 for a new Army and Naval reconnaisance aircraft ... top speed had to be at least 400 km/h ... externally somewhat similar to the British Westland Lysander and featured stub wings housing a retractable undercarriage or used for attaching floats. The wind tunnel testing, however, showed that the stub wings led to aerodynamic disturbances and they had to be abandoned. The result was a high-wing aircraft with non-retractable undercarriage, virtually impossible to modify into a light bomber which was another requirement ... project canceled." (Andersson, 19-20, 22)

-- competed against the ASJA L-10 project (which ultimately became Saab 17 to be used in both recon and bombing roles) (Andersson, 22)

P 9B -- Götaverken GP 9.

-- began as a proposal submitted by Götaverken in between April and September 1939 for competition against the P 9A [what became known as the Saab L 12, also known as P 19, J 19, Saab 19, "the Swedish Zero"], but the rights and responsibilities were transferred to a new company AB Flygplanverken (AFV) formed by Bo Lundberg (the chief designer of Götaverken since January 1939). The cost of the [P 9B] was 30 percent higher than P 9A. P 9B top speed given as high as 682 km/h; P 9A top speed 605 km/h. The Air Board expressed interest in the development of prototypes for both provided production expectations could be met. Lundberg was not able to meet production [so had to withdraw]; he was soon called back to service in the Air Force. The P 9A (Saab L 12) was considered by the Air Board to be too much for Saab to handle since they were already working on bomber contracts, so both P 9A and P 9B projects were shelved (Andersson, 20-21)

Tier II alternates

Tier VI alternates

Tier VII and VIII alternates

Misc

Major Designers/personalities

Edited by J311yfish, 09 September 2016 - 08:28 PM.

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J311yfish #2 Posted 03 May 2014 - 09:36 PM

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Tier I

Svenska Aero Jaktfalken (J 5 / J 6) ("Fighting Falcon") -- (11/1929)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
2 (03/1929+) (1 sold to Norway 08/1932)	S.A.14 (later J 5)	I Armstrong Siddeley Jaguar 425-510hp	300 km/h	2x8mm (S)	None
7 (ordered 03/1930-06/1930)	J 6	I Bristol Jupiter VI 450hp		2x8mm (S)	None
3 (delivered late 1932) (1 donated to Finland 12/1939)	J 6A	I Bristol Jupiter VII F 520hp @ 3050m		2x8mm (S)	None
7 (resumed 01/1933+) (2 donated to Finland 12/1939)	J 6B (ASJA Jaktfalk II)	I Bristol Jupiter VII F 520hp @ 3050m	310 km/h	2x8mm (S)	None

Notes:

Svenska Aero AB

-- "Svenska Aero AB was established in 1921. The principals behind the new company were German aircraft manufacturers who, under the terms of the Treaty of Versailles, were forbidden to produce airplanes at home. Although the Naval Air Service ordered a number of Heinkels from the company, the affair was shrouded in mystery; the company was never registered and no records detailing its operations have ever been found. Although Heinkel was presumably the major shareholder, Svenska Aero eventually ran into financial difficulties and was acquired by AB Svenska Järnvägsverkstäderna (ASJ) in 1932 -- a time when Heinkel's management and design personnel were needed more urgently by the German armaments industry." (Olson, 6)

-- " ... founded by Carl Clemens Bücker ... Aside from building Heinkel designs, Bücker had also established a design office at Svenska Aero under chief designer Sven Blomberg. In 1929, he produced a new fighter design for the Swedish Air Force, called the Jaktfalken or Fighting Falcon." (Mortons, 10)

ASJA

-- "...by 1932 the company was in dire financial straits. Svenska Aero was taken over by a company that manufactured railway rolling stock and other equipment, AB Svenska Järnvägsverkstäderna (ASJ). It was interested in acquiring the design team Bücker had built up. He returned to Germany with one of his Swedish designers, A J Andersson, and was to form his own company which produced very successful military and civilian aerobatic and training aircraft. Andersson was to return to Sweden in 1939." (Mortons, 12)

-- "... in [09/1930] ... a new division [was formed] within ASJ, AB Svenska Järnvägsverkstädernas Aeroplanavdelning (ASJA) ... The new company's general manager was Sven Blomberg, who had been the chief designer at Heinkel-owned Svenska Aero AB. In 1932, ASJA bought the struggling Svenska Aero AB outright, in order to acquire its strong and experienced design team." (Mortons, 13)

-- "... in 1932, Bücker sold his interests in [Svenska-Aero AB] and returned to Germany to found the Bücker Flugzeugbau at Johannisthal." (Smith & Kay, 8-9)

J 5

-- design began [03/1929] as a private venture of Svenska Aero AB; demonstrated [11/1929]; entered service [01/1930] as J 5 (Green, 566)

-- J 5 prototype flown with Armstrong Siddeley Jaguar engine. (Annerfalk, 32)

J 6

-- replaced Jaguar engine with license-built Bristol Jupiter. (Annerfalk, 32)

-- orders placed for the upgraded J 6 [03/1930-06/1930]; J 6A delivery complete by late 1932 (Green, 566-567)

-- J 6A lengthened the aft fuselage by 40cm and supplanted wooden wing spars with rectangular steel tubing (Green, 566)

-- Svenska Aero AB went out of business after J 6A delivery; ASJA resumed development as the Jaktfalk II (J 6B) in 01/1933 (Green, 567, 32)

-- J 6B redesigned the horizontal tail structure to make bracing struts unnecessary (Green, 32)

-- While the Jaktfalken was being produced, the Air Force ordered 12 Bristol Bulldogs (J 7) primarily to compare and evaluate with the Jaktfalken. (Annerfalk, 32)

-- "In parallel with the first batch of J 6's, the Air Force ordered 12 Bristol Bulldogs ... the main reason for the Bulldog order was comparison and evaluation, but the British fighter also provided an alternative should the Swedish aircraft fail. Such was the trust in Sweden's domestic industry!" (Annerfalk, 32)

Edited by J311yfish, 24 November 2016 - 06:45 AM.

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J311yfish #3 Posted 03 May 2014 - 09:36 PM

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Tier II

Hawker Hart (B 4) -- (delivered summer 1934+)

Production*	Airframe/Variant	Engine	Speed	Armament	Bombs
4 pattern aircraft (delivered summer 1934)	B 4	III Bristol Mercury VII 580hp		1x8mm front 1x8mm m/22 rear	4x50kg**
40	B 4A	III Nohab Mercury VIIA 675hp	"260 km/h"	1x8mm front 1x8mm m/22 rear	4x50kg
2	B 4B	III Bristol Perseus XI 755hp		1x8mm front 1x8mm m/22 rear	4x50kg

*3 purchased, 42 built under license (source); "43 Harts built in Sweden" (Andersson, 17)

** 4x50kg or 12 smaller bombs (source)

Notes:

Background

-- "Sir Sydney Camm ... reflected that his company [in United Kingdom]... owed its continuing prosperity during those difficult years of the Depression to the tremendous export business conducted with Hart and Fury variants. The Hart ... though representing the manifestation of technical advance, did not however achieve widespread export orders, the burden falling upon its later kin. Undoubtedly this was because, prior to becoming a public company in 1933, Hawker simply had neither the facilities nor the finance to support increased sales. // In 1932, however, the Estonian Government specified under contract the early delivery of 8 Hart general-purpose bombers ... and, delivered during the autumn of that year, these were equipped with interchangeable wheel and float undercarriages -- the result of earlier experience with the Osprey -- the Fleet Air Arm's spotter reconnaissance variant of the Hart. A point worth mentioning here is that Hawker's servicing records relating to the majority of the Estonian Harts were maintained right up to the outbreak of W.W.II, so it seems quite possible that when engulfed by the Russian tide the Harts were still airworthy." (Mason, 6-7)

Production in Sweden

-- "There is no doubt however about the Hart's part in W.W.II at the hands of Swedish pilots. Among the countries visited by a demonstration Hart in 1931 and 1932 was Sweden, and in 1933, following a visit to Brooklands and Filton where various Hart test-beds were undergoing trials, the Swedish Government ordered 4 pattern aircraft, 1301-1304, to be delivered during 1934, powered by 580hp Bristol Pegasus IM2 radial engines. These were delivered during the summer of 1934 and, after evaluation, paved the way for license production at the Trollhättan State Aircraft Factory of 42 further examples, powered by license-built 550 hp Nohab Pegaus IU2 engines." (Mason, 7)

Multirole

-- "In order to reduce costs and improve tactics, an Air Force officer, Björn Bjuggren, advocated the procurement of an aircraft that could fulfill all three primary roles: fighter, bomber and reconnaissance [multirole]... The ideas expressed by [Bjuggren] had in some respects already been tested in 1934. When the Air Force chose the Hawker Hart as the S 7, a replacement for the S 6 Fokker C.V in primary reconnaissance, the Hart was also tested as a bomber. It was found to be an even better dive bomber than reconnaissance aircraft, so the license-built Harts were converted and transferred to the bomber squadrons instead." (Annerfalk, 42)

-- "Dive-bombing is a high precision technique using light bombers, which release their bombs at the end of a long and very steep dive towards the target. Björn Bjuggren was one of the leading experts on dive-bombing in Sweden and his skill led to Sweden becoming one of the world's leading nations in dive-bombing techniques, comparable with Germany. For this purpose [dive bombing], Sweden used the B 4 Hawker Hart, the B 5 Northrop 8A-1 and the Saab B 17." (Annerfalk, 42)

-- "In all, about nine Harts took part in the Finnish war, carrying out reconnaissance patrols, bombing attacks on marching infantry and a small number of night intruder sorties. Three Harts were lost (two in an air collision), before hostilities ended and the volunteer unit returned to Sweden. At least one Hart remains to this day in Sweden, aptly displayed in the colors carried by Flygflottilj 19 -- the only established unit to fly Harts into action during W.W.II." // No other Harts were built for foreign governments ..." (Mason, 7)

other details to be sorted later

-- Swedish-built Nohab Mercury VIIA 675hp (produced by ASJA for B 4A in 1936); total of 43 built

-- some built by Gotaverken (GV) in 1935 (Andersson, 20)

-- "12 Gladiators and five Harts" sent to aid Finland (Andersson, 22) [see also Winter War and Swedish pilots]

-- Hawker Hart in Detail (detailed photos and discussion from museum in Sweden)

-- camo / image 1 / image 2

-- "An order for three aircraft is to be placed with the well-known Gothenburg shipyard, Götaverken. They will be of the Hawker 'Hart' type -- the license for construction of which has been acquired by the Swedish Government -- fitted with Bristol engines supplied by Nydqvist and Holm [Nohab], of Trollhättan, and are for the Swedish Navy Department." (Flight 02/14/1935, 171)

Hawker Osprey (S 9) -- navalized Hart

-- "The commission's report led to an order from the Naval Administration to Gothenburg Shipyard "Götaverken" (which was also involved in aircraft manufacture for a brief period for an aircraft cruiser. The ship was launched in 1933 and delivered to the Navy in the summer of 1934. Named "HMS Gotland", the ship was not an aircraft carrier, since she lacked a proper flight deck, but had a German-built catapult for launching aircraft. The ship was operationally capable of carrying six Hawker Ospreys (a float-equipped version of the Hart with retractable wings) belonging to the F 2 naval support wing at Hägernäs, north of Stockholm." (Annerfalk, 43)

-- "The Swedish Air Board recommended the Osprey for use aboard the Gotland. The type was also considered usable as a fighter and at least comparable to the J 4 (Heinkel HD 19 floatplane fighters) already in RSwAF service. // On [03/14/1933] an order for four aircraft for Sweden were placed with H.G. Hawker Engineering Co. Ltd. Major-General Gustaf Adolf Westring test-flew the Osprey in Rochester on [10/02/1934]. One month later the four Ospreys were delivered to the RSwAF, where the type was designated S 9 and the aircraft given the registration numbers 2401-2404. // An additional two S 9's (2405-2406) were ordered on [02/12/1935] and delivered in the summer of 1936. These six aircraft were the only ones ordered for Sweden. // At the same time S 9 Ospreys were being built, S 7 Harts were also in production. Hart no.303 was used as a prototype for the S 9's and tested at Felixstowe with floats type Short F.51 (the same as on the Osprey)." (Forslund, 168)

-- "The Defense Commission of 1930 had proposed that all RSwAF aircraft, trainers exempted, were to have the same engine type. Those considered included Bristol Jupiter, Bristol Mercury and Armstrong-Siddeley Jaguar. The Bristol engines were finally chosen and a license obtained for production in Sweden. // The S 9's were equipped with 600hp, nine-cylinder Swedish-built Nohab Bristol Mercury My VI engines (British designation: Bristol Pegasus). This was the first engine produced by Nohab. The order for 40 engines was placed on [04/28/1930] and they were delivered from [03/1933] to [10/1934]. The cost was 41,000 Crowns apiece. The engines were mounted in the Heinkel He 5 (S 5C), Fokker C V (S 6B), Tp 2A and S 9." (Forslund, 168)

-- "The launch speed [from the Gotland cruiser] was about 115 km/h ... It was instead assumed that the aircraft would land along the coast after completed missions and later be taken aboard when the cruiser returned to port." (Forslund, 169)

-- "When war broke out on [09/01/1939] she [Gotland] was the only fully operable cruiser in the Coastal Fleet. Clas Flemming was intended for special minelaying tasks and Flygia was being modernized until [11/1941]." (Forslund, 172)

-- "The major mission for the Ospreys was reconnaissance and also fire guidance, but after a few years it became obvious that catapult launching of aircraft was an antiquated concept. The Ospreys themselves were also obsolete [after outbreak of World War II in 1939], their speed and maneuverability making them highly vulnerable to attacking aircraft as well as to anti-aircraft artillery. Furthermore, the reconnaissance mission would be better performed by land-based, long-range reconnaissance aircraft. In 1942, the "Gotland" was consequently decommissioned and rebuilt as an anti-aircraft cruiser. The catapult was removed and stored, (it was later used for missile trials) and the five remaining aircraft ... were land based. The last Osprey was taken out of service in 1946, by then relegated to target-towing duties." (Annerfalk, 45)

-- consideration was given to replacing the S 9's aboard the Gotland with the P 7 (Saab S 17BS prototype) [then under development] but it was too heavy for the catapult and lacked folding wings. The S 12's (Heinkel He 114) were also considered, but being heavier would require improvement to the catapult, which would mean making Gotland unserviceable, so the idea of upgrading the S 9 was scrapped. (Forslund, 172-173)

-- "... rebuilds [for target towing duties] began at CVV during the late autumn of 1942 ... withdrawn from first-line status in 1943. The SAAB S 17BS had begun its service with F 2 a year or so earlier and took over the duties of the S 9 - albeit not aboard the Gotland." (Forslund, 172-173)

-- [paint scheme described in detail by Forslund p.175]

-- Hawker Osprey: Nohab/Bristol Mercury VI 600hp (a.k.a. Bristol Pegasus I) 230 km/h; [this means a fourth engine could be added, starting with the Hawker Osprey (S 9), and additional airframe ditching the floats for wheels, if necessary]

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
(1 converted Hart)	Osprey prototype	(not specified)	(not specified)	(not specified)	(not specified)
4 (ordered 03/1933) 2 (ordered 02/1935)	Osprey S 9	III Nohab/Bristol Mercury My VI 600hp	(not specified)	(not specified)	(not specified)

Sparmann E4 -- also known as S4 or P3 -- (cancelled 1936)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
Mockup + pictures + 19 drawings	E4	Nohab Mercury "MyS2" 680hp* (3-bladed prop)	400 km/h*	2x12.7mm and 2x8mm*	__x12 kg

*unverified

Notes:

-- "A fighter of which a prototype was ordered in 1936. Subsequently cancelled and the J 8, Gloster Gladiator, was ordered instead." (Annerfalk, 188)

-- a mockup was produced, pictures were taken, and approximately 19 drawings were made; this information comes from a record of correspondence between Sparmann and the Swedish Air Board that has been established by the Swedish Air Force Museum in Linköping; the photos and drawings are expected to reside at the Military Archives in Stockholm. (source = Swedish Air Force Museum)

-- image 1 / image 2 [from a drawing dated April 16 1937 to explain bomb placement; source = Swedish Air Force Museum]

unverified information:

Edited by J311yfish, 04 July 2015 - 02:45 PM.

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J311yfish #4 Posted 03 May 2014 - 09:37 PM

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Tier III

Northrop 8A-1 (B 5) -- (04/1938+)

Production	Airframe	Engine	Speed	Armament	Bombs
1 built by Douglas (shipped 04/1938)	Model 8A-1 (B 5A)	IV Bristol Pegasus XII 875hp
64 by ASJA* (08/1938-1940)	B 5B	IV SFA-built Mercury XXIV 980hp		2x8mm (W) 1x8mm flex
39 by SAAB* (1941)	B 5C		330 km/h @ 1900m

*103 total built under license

Notes:

Background

Background -- Northrop and Douglas

-- "The Northrop Corporation was formed [01/1932] with the Douglas Aircraft Company holding 51% of the stock and with John K. Northrop as its President. To house the new company Douglas initially obtained the use of facilities located alongside Mines Field (now Los Angeles International Airport) in Inglewood, California. There the fledgeling Northrop Corporation undertook the design and construction of two developments of the Northrop/Stearman Alpha series, the Gamma and the Delta. Both were single-engined all-metal aircraft which were among the first types to be fitted with split flaps and made use of Northrop's own multi-cellular construction techniques. While only 60 Gammas were built, these aeroplanes appeared in many versions fulfilling many missions including record breaking, mail carriage, polar exploration, advanced training, light bombing, and engine testing. Most famous of all Gammas was the Gamma 2B, the first aircraft delivered in 1932 by Northrop Corporation, with which the noted explorer Lincoln Ellsworth made a spectacular flight across Antarctica in [11/1935-12/1935; able to be fitted with skis or floats]. Also spectacular were the record flights made by Frank Hawks, first using the Gamma 2A and later the Gamma 2C. The Gamma design also played a significant yet less glamorous role as 49 aircraft were completed by Northrop as light bombers for the Chinese Nationalist Government, a long-time Douglas customer, and the type was developed into the A-17 series of attack aircraft for the Army Air Corps." (Francillon, 21-22)

-- "Although it did not achieve success, the next type of aeroplane designed by the Douglas subsidiary, the XFT-1 experimental naval fighter, marked the beginning of the association between the Northrop Corporation and the U.S. Armed Forces, particularly the U.S. Navy. Blessed with better luck was the XBT-1, prototype series of carrier-borne bombers which culminated in the SBD Dauntless, and the A-17 series of attack bombers which, along with its 8A export versions, were derived from the Northrop 2F (XA-16), itself a development of the basic Gamma design. During this period several other designs were begun but these types either failed to go into production or were produced in quantities only after the Northrop Corporation had been re-organized into the El Segundo [second] Division of the Douglas Aircraft Company." (Francillon, 22-23)

-- "While production of the first series of one hundred A-17A's for the Army Air Corps was under way, the Northrop Corporation began to experience serious labor problems and the War Department refused to accept any more Northrop-built aircraft until the problems were resolved. In an attempt to correct this situation Douglas decided to acquire the remaining 49% of the stock of the Northrop Corporation ... on [04/05/1937]. Continuing labor troubles led to an employee strike in disregard of a wages agreement signed with the Committee of Industrial Organization in the previous March and forced Douglas to dissolve the Northrop Corporation on [09/08/1937]. Soon after work was resumed under the direct aegis of the Douglas Aircraft Company, the facilities of the Northrop Corporation being operated from then on as the El Segundo Division of Douglas. Meanwhile, Jack Northrop went on to form a new independent company, Northrop Aircraft Inc, which began operation in 1939." (Francillon, 23)

-- "By the time the Northrop Corporation was dissolved a total of only 278 aircraft had been delivered ... More significant for the future of the Douglas Aircraft Company were the contributions made by Northrop in terms of technical experience -- the multi-cellular construction method contributing greatly to the reputation of longevity and reliability earned by the DC series of commercial transports -- and design skill -- the team led by Edward A. Heinemann in the El Segundo Division developing for Douglas an uninterrupted series of very successful carrier-borne bombers beginning with the BT-1 and culminating with the A-4 Skyhawk." (Francillon, 23)

Background -- Northrop Gamma 2C and 2F

-- "Begun as a private venture and completed [05/1933], the Gamma 2C was the prototype of a two-seat attack bomber. Initially bearing the civil registration X12291, the aircraft was powered by a 735hp Wright SR-1820-F2 nine-cylinder radial driving a two-blade propeller. In addition to being fitted to carry bombs externally between its trousered undercarriage units, the Gamma 2C differed from the previous two Gammas in having its two-seat enclosed cockpit moved forward, with the pilot sitting slightly behind the wing leading edge. After being tested at Wright Field, beginning [07/1933], the Gamma 2C was purchased by the Army Air Corps [06/28/1934]." (Francillon, 132)

-- "The Gamma 2F was the second link, after the Gamma 2C, in the development of the A-17 series for the Army Air Corps." (Francillon, 135)

Background -- Northrop A-17 for export

-- "Capitalizing on the success of the earlier Northrop 2E's [some purchased by China 02/1934-09/21/1934] and of the A-17 series, the company [Northrop in United States] developed a number of fixed and retractable undercarriage models for sale to overseas customers. However, these, Northrop Model 8's were produced after Northrop had become the El Segundo Division of Douglas, and, consequently, were known as Douglas 8A's." (Francillon, 201-202)

Douglas engineers employed in Sweden

-- Northrop 8A-1 license agreement signed 1937 [the same year as Northrop employee strike and dissolution by the majority company Douglas (Francillon, 22-23)]. (Andersson, 19)

-- "In order to undertake the contracts but above all to speed up expansion of [Saab and ASJA]'s design departments and familiarize them with light metal stressed-skin designs, both Saab and ASJA engaged foreign engineers ... ASJA [hired] no fewer than 47 United States designers and three stress specialists. They were recruited starting in [05/1938] by James A. Burnett, an experienced engineer from the Douglas Aircraft Company, and by his successor, Ernest W. Kazmar. Three groups came in 1938-1939 mainly from Douglas companies. The recruitment campaign was not greeted with too much enthusiasm by the U.S. State Department as there was indeed a shortage of specialists even at Douglas. For this reason restrictions to work abroad were later introduced for people working under U.S. defense contracts. // The Americans' stay in Sweden, however, was to be brief as they were recalled when war started in Europe, the last man leaving Sweden in [03/1940]. They had, however, transferred much valuable design experience to their Swedish colleagues." (Andersson, 19)

-- American design team (approximately 45 engineers) hired by Bror Bjurströmer to teach manufacturing methods to Swedish engineers. (Annerfalk, 58)

Summary

-- After the license agreement for Northrop 8A-1, and engulfing of Northrop by Douglas, American engineers obtained employment in Sweden and provided the technical foundation for what would become Saab. They did this by helping to build the Northrop 8A-1 and helping to develop the Saab 17.

B 5A

-- "Generally similar to the A-17, the Model 8A-1 was developed for the Swedish Government, which ordered one prototype and parts for a second machine, the latter being intended to serve as a pattern aircraft for licence production by ASJA (AB Svenska Järnvägsverkstäderna) in Linköping. The Douglas-built prototype was powered by an 875hp Bristol Pegasus XII driving a three-blade propeller -- the choice of this powerplant being dictated by the fact that the generally similar Bristol Mercury was being built under licence in Sweden by SFA -- and was shipped on [04/22/1938] ... designated B 5A by Flygvapnet [Swedish Air Force] and assigned the serial number 7001. Parts for the second aircraft were assigned the Northrop s/n 410 and shipped on [08/08/1938], to ASJA which used them in assembly of the first B 5B." (Francillon, 202)

B 5B

-- "Powered by a 980hp SFA-built Mercury XXIV nine-cylinder air-cooled radial, this aircraft (Flygvapnet serial 7002) differed from the Northrop-built B 5A in having a domed canopy over the pilot's cockpit and the radio mast moved forward to the engine cowling. Fitted with Swedish armament [2x8mm in each wing and 1x8mm rear-mounted flexible], this aircraft was followed by 63 ASJA-built B 5B's (serials 7003 to 7065) which were delivered in 1940." (Francillon, 202-203)

-- "In service with Flygvapnet, B 5's equipped Flottiljer F 4 at Östersund and F 12 at Kalmar ... [until replaced by Saab 17 in 1944]" (Francillon, 203)

B 5C

"A further contract for 39 similar B 5C's (serials 7066 to 7104) was completed in 1941 by SAAB (Svenska Åeroplan AB), the successor to ASJA. One of the Swedish-built B 5's was fitted with twin floats during 1940 to obtain engineering data for the development of SAAB 17BS reconnaissance floatplanes." (Francillon, 202-203)

B 5D

-- "It was later modified for the target-towing role and redesignated B 5D." (Francillon, 202)

imagery

-- wheels on ground / skis in the air / diving / rear gunner covered / rear gunner exposed

Edited by J311yfish, 04 July 2015 - 01:35 PM.

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J311yfish #5 Posted 03 May 2014 - 09:37 PM

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Tier IV

Saab 17 (B 17) -- (05/1940)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
2 (05/1940)	L-10 / P 7 prototype 1 L-10 / P 7 prototype 2	IV Nohab/Bristol Mercury XII 880hp IV Pratt & Whitney Twin Wasp R-1830 1065hp	< 395 km/h ___ km/h
~60 (autumn 1940+)	S 17	IV SFA-built Pratt & Whitney R-1830 Twin Wasp 1065hp	435 km/h	2x8mm (W) and 1x8mm rear
132 (1941+)	B 17A	IV SFA-built Pratt & Whitney R-1830 Twin Wasp 1065hp	435 km/h	2x8mm (W) and 1x8mm rear
116 (1941+)	B 17B / S 17B	IV SFA-built Bristol Mercury XXIV 980hp	395 km/h	2x8mm (W) and 1x8mm rear	up to 700kg*
(38)	B 17BS (seaplane)	IV SFA-built Bristol Mercury XXIV 980hp	330 km/h	2x8mm (W) and 1x8mm rear
77 (1941+)	B 17C	IV Piaggio PXI bis RC40 1040hp	435 km/h	2x8mm (W) and 1x8mm rear

*up to 700kg of various sizes (50-500kg); internal bomb-bay able to equip 1x250kg or 8x60kg; also equippable with rockets.

Notes:

-- First all-metal, stressed-skin aircraft ever designed in Sweden. (Andersson, 59) [rear-side view / undercarriage]

-- "A requirement [for the anticipated reconnaissance aircraft contract] was [that] it should also be possible to build the aircraft as a light (dive) bomber without an excessive amount of redesign. This aircraft with the ASJA design number L 10, had been designed with the aid of the American engineers hired to assist primarily with production of the B 5 [Northrop 8A-1]." (Annerfalk, 58)

-- ASJA's L 10 design competed against an AFF project led by Gassner; contract awarded to ASJA L 10 11/29/1938; designated P 7 in the Air Force (P = 'prov' = test); development delayed; first flight 05/1940. (Annerfalk, 58)

-- L-10 project began 11/29/1938; first flight 05/18/1940; first production aircraft flown 12/01/1941; last delivery 09/16/1944; retired 1948 (Andersson, 59-62)

-- ASJA had augmented its engineering staff by hiring 46 American designers and stress specialists 1938-1939; most recalled back to U.S. when war in Europe began 09/1939 (Andersson, 59)

-- "The experienced American engineers had created something in the nature of an initial technical platform for ASJA, not only with project design but also in transforming designs and techniques into production drawings and methods. When they left following the outbreak of war, some already in 1939 and the rest in 1940, this was obviously a drawback for Saab / ASJA, causing severe delay in some areas." (Annerfalk, 58)

-- "In the autumn of 1940, Saab was awarded contrats for 174 aircraft, all of the reconnaissance version, designated S 17. The aircraft were initially intended for the F 2 naval support wing, replacing S 5 Hansas, and the F 3 army support wing, replacing S 6 Fokker CV-E. The aircraft for F 2 were to be on floats. A year later, the order was increased to 262 aircraft, of which one batch was to be built as light (dive) bombers, designated B 17 and replacing mainly the B 5 Northrop 8A-1. This batch was later increased to become the major part of the order. // Initial deliveries were also made of the bomber version, which were sent to F 7 in [03/1942] about nine months late. Compared with the two prototypes, more than 5,000 modifications, some minor and some more significant, had been made to the serial aircraft. The [S 17], both land and sea-based versions, were delivered from [06/1942] onwards. In [09/1942], a number of B 17's took part in a major operational exercise for the first time [more history related to development favored as a dive bomber]." (Annerfalk, 59)

-- ASJA set up full-scale production when the B 17 contract was awarded in late 1938 ... B 5 bomber (Northrop 8A-1) was built partly in parallel." (Annerfalk, 59)

-- B 17A and B 17B used Hamilton-Standard [an American company] variable-pitch propellers built under license in Sweden by Svenska Flygmotor; B 17C used Piaggio P 1001 propellers [also used on Italy's Macchi C.202] (Andersson, 61)

-- the first production version was the B 17B due to the shortage of Twin Wasp engines; the B 17A version using the Twin Wasp entered service 1943-1944; Italian engines acquired 1941 (Andersson, 61)

-- Danish Brigade (Danish Air Force officers prepared to strike back from Sweden) trained to use the Saab 17; 15 B 17C's were marked with Danish colors and ready to retaliate from Sweden but the Danish Government never gave the order (Andersson, 62)

-- "... designed with the arduous Swedish winter conditions in mind and has, therefore, interchangeable wheel or ski undercarriage. A substantial number of these were produced during the early years of the war and ... forms the standard equipment of most Swedish dive-bomber and reconnaissance squadrons." (Flight Global 04/03/1937, 284)

-- 47 Saab 17A's were also used by Swedish officers to organize an Ethiopian Air Force 1947-1953 (Andersson, 62)

Bombsight development

-- development of BT-2 (and later BT-9) bombsight eliminated the need for dive-bombing at radical angles; instead 20-30 degrees possible; first used on Saab 17. (Andersson, 61)

-- before the bombsight was developed, a 'fork' was used to lower the external 500kg bomb free of the propeller arc for dive-bombing; wheels lowered to function as dive breaks (Andersson, 60-61)

-- after the bombsight was developed and dive-bombing rendered obsolete, some were fitted with retractable skis that produced less drag; or floats (Andersson, 60)

Edited by J311yfish, 05 July 2015 - 12:05 PM.

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J311yfish #6 Posted 03 May 2014 - 09:38 PM

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Tier V

Saab 18 (B 18) -- (06/1942, 06/1944)

Production*	Airframe/Variant	Engine	Speed	Armament	Bombs
2 (ordered 11/1939; FF 06/1942) 60 production (07/1942-12/1945)	B 18A / S 18A	IV 2x Pratt & Whitney Twin Wasp 1065hp IV 2x Bristol Taurus 1215hp (planned) V 2x Daimler Benz 601 (planned)	465 km/h "550 km/h required"	1x13.2mm (N) and 2x13.2mm flex	up to 1400kg**
120 (FF 06/1944) (delivered 10/1945-02/1949)	B 18B	VI 2x Daimler Benz 605B 1475hp	570 km/h
62 (delivered 06/1947-12/1948)	T 18B	VI 2x Daimler Benz 605B 1475hp	595 km/h	1x57mm Bofors L/50 (N) and 2x20mm

Data: Andersson, Annerfalk. **internal 2x500kg or 3x250kg or 10x50kg; under wings 8x50kg or flare bombs

Notes:
-- "In late 1938 the Swedish Air Force invited the aircraft industry to bid for a twin-engined bomber suitable for dive-bombing and strategic reconnaissance [to replace the B 3 (Annerfalk, 60)]. Three companies, Saab, ASJA and Götaverken responded. The aircraft was to have a crew of three, have an internal bomb-bay and be capable of dropping bombs from dive angles up to 85 degrees. Initially only the 1065hp Pratt & Whitney R-1830 Twin Wasp would be available but later on more powerful engines such as the Bristol Taurus of 1215hp were envisaged. With the latter engine, a top speed of 550 km/h (342 mph) was required." // Götaverken's proposal led by Bo Lundberg [designer of FFVS J 22] was the most advanced, and most expensive, but had to withdraw from the competition because it could not provide production facilities. Saab's proposal [project manager Alfred Gassner] was rejected, but Saab merged with ASJA and modified ASJA's design [project manager Bror Bjurströmer] to meet Air Force requirements; prototype ordered [11/1939] designated Saab 18 A (Andersson, 66); prototype first flight [06/19/1942] with Twin Wasp engines (Andersson, 68)

-- "The development of the aircraft was difficult and time-consuming, not least as a result of considerably modified Air Force requirements such as completely new bomb installation, self-sealing fuel tanks, extra fuel tank for the bomb-bay, armor protection for the crew, a fixed gun installation in the nose, and a modified nose with the bomb aimer and his bombsight moved slightly to starboard to enhance the pilot's view." (Andersson, 66)

B 18A

-- "The B 18A represented a major improvement of the striking power of the bomber squadrons, and air-defense exercises showed that the bombers were no longer such easy prey to the fighters as they had been during the B 3 [Junkers Ju 86K] era. Repeated attacks were no longer possible, the speed difference being too small." (Andersson, 68)

-- "The aircraft was to a great extent designed with the aid of American engineers, hence the nosewheel which in practice required hardened runways. The project was designated ASJA L 11, later Saab L 11. // A prototype, redesigned with a tailwheel since there were no Swedish Air Force bases with hardened runways, was ordered as the P 8 in [11/1939]. Development took much longer than anticipated, one reason being, as with the L 10 / Saab 17, that the American engineers had left Sweden. Another reason was that the B 17 was delayed, and ASJA / Saab was instructed by KFF to focus on meeting that commitment first. In the summer of 1940, development of the L 11 was speeded up again, but now the Air Force had changed many of the basic requirements, and extensive redesign work was necessary. Not until [06/1942] was the prototype ready for its first flight, along with a second prototype that had been ordered in the spring of 1940." (Annerfalk, 60)

-- "The B 18 ... had weaknesses of its own, some of which had not been remedied by the time the aircraft entered squadron service. Most obvious was the lack of performance, due to insufficient engines. This had already been known at the drawing board stage, and for a while the favored engine had been the somewhat more powerful Bristol Taurus. However, since the only available engine was the Twin Wasp, this had been the choice. // A much preferred alternative was the German water-cooled DB 601 in-line engine, and in 1941 a manufacturing license was finally granted by the German authorities. However, the Germans upgraded the license almost immediately to the latest version, the DB 605, delivering about 1,475 hp, compared to the 1,065 of the Twin Wasp. Unfortunately, the DB 605 was not by any means ready for license manufacture, and a long time passed before [Svenska Flygmotor AB] (SFA, former Nohab), was able to deliver any engines from Trollhättan. It was not until [06/1944] that the Daimler Benz powered B 18 was ready, now designated B 18B." (Annerfalk, 60)

S 18A (reconnaissance)

-- "The B 18A did not serve the F 1 Wing very long. Already during 1946 the first few aircraft were transferred to the strategic reconnaissance wing (F 11) at Nyköping and converted to their new role as the S 18A ... included installation of an SKa5 (Hasselblad) vetical camer and an SKa10 camera in the glazed nose. At the end of 1949, CVV also began installation of a surveillance radar of the United States type AN/APS-4 (PS-18A in the Swedish Air Force) as well as a radio altimeter, PH-10/A. The S 18A thus became the first Swedish Air Force aircraft to carry radar. The equipment was installed in a pod beneath the nose and the radar had a range of approximately 100 nautical miles. For night photography the aircraft was equipped with the SKa13 camera which produced excellent results in combination with flares ... The last S 18A was not retired until [05/22/1959], when it was finally replaced after 15 years of Air Force service by the Saab 32 Lansen transonic jet aircraft. The S 18A survived the S 31 (Spitfire Mk.19) also used by the Air Force for high-altitude missions and served alongside the Saab 29 jet reconnaissance aircraft." (Andersson, 68-71)

B 18B

-- "The more powerful version of the Saab 18 [B 18B], planned from the start, made its first flight on 06/10/1944 ... powered by two 1475hp Daimler-Benz DB-605Bs for which a manufacturing license had finally been obtained. Designated B 18B, this version was much faster than its predecessor, having a top speed of 570 km/h. A later version, the T 18B, was even faster with a top speed of 595 km/h making it one of the fastest bombers of the Second World War." (Andersson, 71)

-- "The B 18B was really the first true attack aircraft in the Swedish Air Force since the bomb had ceased to be the main weapon for this kind of aircraft for which completely new tactics were now developed. A new version of the Saab 'toss' bombsight (BT9) was installed in the B 18B allowing shallow dive bombing. The B 18B was also the first Swedish aircraft to carry rockets ... normally carried under the wings and below the fuselage nose (12 total) of various calibres. For this role a new gunsight was developed and the crew reduced to two [from three], the lower flexible gun being removed." (Andersson, 71)

T 18 B

-- T 18B originally adapted for dropping torpedoes and mines but the intended 45cm Norwegian torpedoes were not available in time, so it was instead armed with 2x20mm cannons and 1x57mm Bofors L/50 cannon [image]. The 57mm cannon weighed 735kg, measured 5.3m long, rate of fire 2 per second, with precision excellent up to 2km. (Andersson, 72)

-- "The T 18B was also used for testing experimental anti-ship missiles intended for the advent of new types of attack aircraft. The Rb 302 missile tested in the T 18B led to the development of the successful Rb 04 ..." (Andersson, 72)

-- The last propeller-driven military aircraft used by the Swedish Air Force [remained in service even after conversion of J 21 to jet power].

-- site here claims the 57mm Bofors cannon was instead designated m/47 (confirm).

unverified information

-- Swedish Wikipedia claims design led by A.J. Andersson [unverified]. (source)

FFVS 22 (J 22) -- (09/1942) -- reference: CAC CA-12 Boomerang (V), VL Myrsky (Finland)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
2 (09/1942)	P 22 prototype
142 (08/1943)	J 22A	IV SFA STWC3-G 1065hp * (3-blade Hamilton Standard prop)	576 km/h	2x13.2mm M/39A (W) and 2x7.9mm M/22F (W)
57	J 22B	IV SFA STWC3-G 1065hp *	576 km/h	4x13.2mm M/39A (W)

* reverse-engineered Pratt & Whitney Twin Wasp (pirate copy) (Green, 204)

Notes:

-- designed to be a stop-gap fighter solution that used steel and wood instead due to shortage of aluminum; many sub-contractors; also to use Swedish version of Pratt & Whitney's Twin Wasp (Green, 204; Anderson, 28)

-- "It is greatly to the credit of the chief designer, Bo Lundberg, that, working largely with an untrained staff as he had to do, the first test flights of the prototype disclosed no serious defects or shortcomings, and no major modifications were required." (Flight 08/26/1943, 221)

-- designed by Bo Lundberg, a Swedish engineer working at Vultee in the United States, a member of the Swedish Air Commission, in conjunction with Colonel Nils Söderberg, the head of the Air Board Material Department (Andersson, 28)

-- Lundberg had been working on the Vultee P-48 Vanguard fighters intended for Sweden when the U.S. arms embargo prevented their delivery (Andersson, 182)

-- Lundberg's project study complete 10/1940; funding authorized 02/1941; order for 60 placed 03/21/1942; first prototype complete 09/01/1942; first flight 09/20/1942; first production aircraft August 1943; 180 delivered by 05/1945 (Andersson, 29-30)

-- Saab was burdened with bomber production, therefore produced by FFVS (Flygförvaltningens Flygverkstad i Stockholm) (Andersson, 28-30)

-- "Isolated from the rest of the world's aircraft industry, SFA's first task was to build copies of the Pratt & Whitney Twin Wasp, one of the greatest, but also one of the most complex, piston engines ever made. It was a technical challenge which Trollhatan met, making more than 300 of them in 1944 alone." (Olson, 50)

-- "FFVS J 22 could through this deal [purchase of engines seized by the Germans in Toulouse intended for use in Curtiss Hawk 75's] be fitted with engines and the model was fitted with 113 of the French engines [Pratt & Whitney Twin Wasp SC3-G (TWC-3)]. The two remaining TWC-3 engines were fitted to Saab B 18A nr 18102. // The first Swedish-manufactured Twin Wasp (STWC-3) was deliverd by the SFA on [10/24/1944] to the FFVS for fitment in J 22. Totally 434 STWC-3's were manufactured." (Forslund, 205)

-- test pilot Major O. Enderlein claimed, "easy to fly with excellent maneuverability. No dangerous tendencies were discovered despite the fairly high wing loading. The aircraft was easy to take off and land." (Andersson, 184)

-- dive speed tested to 620 km/h (Andersson, 185)

-- "In performance the J 22 compared well with foreign fighters of the early 1940s. For example, it could outclimb the North American P-51D Mustang at altitudes below 4500m (15,000 ft) despite the limited power available." (Andersson, 186)

-- "In spite of the low power available, the J22 proved respectably fast and fully maneuverable. It formed the basis of Sweden's fighter defenses from 1944, when it replaced the Italian fighters, until the early 1950's, when it was itself superseded by the jet-powered Saab J21R and the de Havilland Vampire." (Fitzsimons, 64)

-- front-side view / side view / side view 2 / nose / J 22 debut in Flight magazine 08/26/1943

-- "Pilots who have flown the J 22 report that it is easy to fly and very maneuverable. Lateral stability is particularly good, even at very low speeds, and the rudder control is good past the stall. The machine is said to come out of spin readily, and at high speeds the control loads are moderate." (Flight 08/26/1943, 222)

-- FFVS J 22 in detail

-- Reference: Commonwealth Boomerang (V), VL Myrsky (Finland)

Edited by J311yfish, 03 November 2016 - 10:36 PM.

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J311yfish #7 Posted 03 May 2014 - 09:40 PM

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Tier VI

Saab 18 (B 18B) -- (06/1944)

Edited by J311yfish, 05 July 2015 - 01:33 PM.

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J311yfish #8 Posted 03 May 2014 - 09:41 PM

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Tier VII

Saab 21 (J 21A) -- (FF 07/1943; delivered 12/1945)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
3 prototypes 54 (12/1945-12/1946) at Trollhättan	21 001, 21 002, 21 003 J 21A-1	IV Pratt & Whitney R-1830 STW C-3 (original choice) VI Swedish-built Daimler-Benz 605B 1475hp	640 km/h	1x20mm Bofors (N) and 2x13.2mm (N) and 2x13.2mm (B)
62+62 (07/1946-11/1947)	J 21A-2*	VI Swedish-built Daimler-Benz 605B 1475hp	640 km/h	1x20mm Hispano (N) and 2x13.2mm (N) and 2x13.2mm (B)*
119 (05/1947-01/1949)	J 21A-3 / A 21A-3 / B 21A-3 J 21B (projected)	VI Swedish-built Daimler-Benz 605B 1475hp IX Rolls-Royce Griffon 2000hp (projected)	640 km/h 670 km/h (est.)	1x20mm Hispano (N) and 2x13.2mm (N) and 2x13.2mm (B)	up to 1550kg**

Data: Widfeldt

*J21A-2 modified inner wing flaps, cooling, addition of K-14 gunsight. (Andersson)

** 4x50kg on outer wings and 1x600kg, 1x500kg, 1x250kg together on inner-wing center pilon; or 8x14.5cm and 2x18cm rockets; Saab BT9 toss-bomb computer also installed. (Andersson)

Notes:

-- L-21 project presented to the Air Force [04/1941]; refined version of earlier L-13 project of 1939 [no information on L-13] (Andersson, 75)

-- double-boom pusher-prop with rear-mounted engine; first in Sweden to have a nosewheel undercarriage; first ejector seat in Sweden; first brake chute (Andersson, 75-78)

-- armament consisted of 2x13.2mm mounted in the booms (later changed to 12.7mm), 1x20mm and 2x13.2mm in the nose (Andersson, 75)

-- mockup approved 07/08/1941; chief designer A.J. Andersson; project halted [10/1941] due to doubts expressed by Air Board; Saab instructed to make a more conventional plan with layout similar to P-51 Mustang (L-23 project), but Saab was able to convince the board [11/1941]; first flight 07/30/1943; testings 02/1944 (Andersson, 75-78)

-- "The unorthodoxy of the design ... caused some doubts ... Swedish Air Board gave SAAB instructions to proceed with project studies on the SAAB 23 ... In general appearance the '23' was very similar to the North American F-51 Mustang; but its characteristics were considerably inferior to those of the pusher fighter and the 'Swedish Mustang' project was abandoned in favor of the J 21." (Widfeldt, 6)

-- "...robust and well-liked aircraft. It was easy to fly ... Pilots liked the exceptionally small turning radius, good stall characteristics and general stability. The positioning of the pilot immediately behind the guns gave excellent firing precision, the three nose guns giving a very concentrated burst of fire -- at 450m range less than two feet wide. Boom weapons were harmonized at 200m and spread was 2m (Andersson, 78)

-- tested against P-51 Mustang after 1945; "...the Mustang ... proved superior in turning performance and climb, but only marginally." (Andersson, 78)

-- "... excellent gun platform, with good low-level characteristics and pilot visibility, made it natural for it to be used as an attack aircraft (Andersson, 78)

-- "The first fighter unit to receive the type was F 8 Wing at Barkarby. A few examples were delivered [12/1945], and served as staff and familiarization machines. // F 9 Wing at Göterborg started to convert from the J 22 (FF.VS 22) to the J 21A-1 in 1946. The type served with this unit until replaced by the J 28B (DH Vampire FB Mk.50) in 1950. F 15 at Söderhamn received their J 21's the same year as F 9, but did not re-equip with vampires until 1953. // Based at Kalmar, F 12 converted from the SAAB 17 attack aircraft in 1947, receiving the J 21A-2. The unit re-equipped with the SAAB J 29 in 1952 and 1953. // The F 6 and F 7 Wings at Karlsborg and Satenäs respectively received the J 21A-3; the former unit's aircraft were replaced by SAAB 29B's in 1953. F 7 was equipped with the J 21R in 1951." (Widfeldt, 6-7)

studies for improvement

-- "Various studies aimed at improving the performance of the J 21 were carried out in 1945. During the spring of that year it was planned to produce a J 21B variant [see lead HERE for details], powered by a Rolls-Royce Griffon engine of 2,000 hp, giving the aircraft a top speed of 670 km/h. The SAAB 27 development was also planned around the Griffon, driving a contra-prop and with an estimated top speed of 700 km/h. However, as 1945 drew to a close all further projects concerning re-engining the J 21 with piston powerplants, and all new piston-engined designs, were abandoned. // SAAB had begun jet project studies in the spring of 1945, and these were designated RX 1 and RX 2 ... The RX 1 project featured a twin-tail-boom layout similar to SAAB 21 and the DH Vampire, and was to be powered by an engine of some 3,300 lbs. thrust. The estimated maximum speed was 740 km/h. The RX 2, or 'Merry Widow', was inspired by the P-61 'Black Widow', also a twin-boom design. The first project to be worked out in detail for a jet-propelled aircraft was the R 101; work had started in the autumn of 1945. It was very similar to the F-80 Shooting Star, of which SAAB had no knowledge at the time. The R 101 project was abandoned when the first illustrations and descriptions of the F-80 were released for publication." (Widfeldt, 7)

-- front-side view / front view

-- Saab J21 in detail

Tier VIII

Saab 21R (J 21R) -- (FF 03/1947; delivered 02/1949)

Production

Airframe/Variant

Engine

Speed

Armament

Bombs/Rockets

J 21RA

VIII de Havilland Goblin 2 (RM 1) 1360kp

1x20mm (N) 2x13.2mm (N) 2x13.2mm (B) and

8x8mm belly-mounted gun pod

gun pod or

10 rockets

J 21RB

VIII Svenska Flygmotor Goblin 3 (RM 1A) 1500kp

800 km/h

1x20mm (N) 2x13.2mm (N) 2x13.2mm (B) and

8x8mm belly-mounted gun pod

gun pod or

10 rockets

The Ghost engine is also used by the De Havilland DH.100 Vampire in U.K., first flown 09/1943 (3.5 years earlier prior to J 21R).

Notes:

-- conversion to jet power proposed early 1945; to use British de Havilland Goblin engine; larger engine diameter facilitated air-intake design (Andersson, 81)

-- "Originally it was hoped that some 80 percent of the 21A design would remain in the 21R; eventually, only 50 percent remained ...cockpit layout completely different to the 21A" (Andersson, 81-82)

-- first prototype flight 03/10/1947; project manager Roger Härdmark; J21RB delivered between [07/1950 and 01/1951]; retired 1958 (Andersson, 82-84)

-- "...service life as a fighter aircraft was brief ... planned series of 120 aircraft reduced to 60 in favor of accelerated production of the new swept-wing J29 fighter already undergoing testing at Saab" (Andersson, 83)

-- "The J 21R prototype made its maiden flight on [03/10/1947] but, owing to protracted development, the first production aircraft were not delivered until [02/1949]: owing to this delay only half of the 120 examples ordered were built, since the more advanced J 29 was already in development ... Soon after entering service, these first jet fighters [J21R's] were converted for the ground attack role and armed with underwing rocket missiles. In the interim, the Flygvapen had decided in 1946 to adopt as its front-line jet fighter the DH Vampire (designated J 28) and acquired some 400 of them." (Kay, 228)

-- Firsthand account of flight testing (Flight 06/24/1948, 690)

-- "The stalling speed, flaps down, is just over 90 mph [94 mph], or in normal flying trim 105 mph." (Flight 06/24/1948, 690)

-- "To have modified a piston-engined aircraft and produced from it a successful jet fighter is no mean achievement, and it is probably true to say that no other fighter in the world could have been so transformed ... through ingenuity, with the minimum of cost and time, an all-Swedish high-performance, first-line aircraft will be provided ... then, what may prove to be more important that the 21R itself, will be the accrued experience and enhanced national prestige." (Flight 06/24/1948, 692)

-- an additional 8x8mm machine gun pod could be mounted under the inner wing [for a total of 13 guns] (Andersson, 84)

-- 10 rockets (15cm and 18cm, many combinations).

Comparison to De Havilland Vampire

-- the Vampire is faster, yet Saab 21 has heavier armament.

Edited by J311yfish, 03 July 2015 - 11:35 PM.

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J311yfish #9 Posted 03 May 2014 - 09:41 PM

Second Lieutenant

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Tier IX

Saab 29 Tunnan (J 29) ("The Flying Barrel") -- (09/1948)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets
project 10/1945+ 4 (FF 09/1948)	JxR / Project R 1001 J 29 prototypes	VIII DH Goblin 3100 lb (1400 kp) -- (projected) IX DH Ghost 45 4400 lbf (2000 kgf)		VIII 4x20mm Bofors
224 (FF 07/1950) (delivery 05/1951-06/1954)	J 29A	IX RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf)	1024 km/h	VIII 4x20mm	14x105mm rockets or 4x heavy rockets
332 (05/1953-12/1955)	J 29B / A 29B	IX RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf)	1024 km/h	VIII 4x20mm	14x105mm rockets or 4x heavy rockets
76 (05/1954-05/1956)	S 29C	IX RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf)	1024 km/h
1 (03/1954+ afterburner test)	J 29D	X RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf) + afterburner		VIII 4x20mm
29 (FF 12/1953; 03/1955-12/1955)	J 29E	IX RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf)	1024 km/h	VIII 4x20mm	8x140mm rockets or 4x heavy rockets
(308 converted; FF 03/1954; 02/1955-12/1958)	J 29F	X RM2 SFA / DH Ghost DGT3 4750 lbf (2155 kgf) + afterburner	1059 km/h @ 1550m	VIII 4x20mm	24x75mm rockets or 8x140mm rockets or 2 firebombs

Data: Widfeldt (first), Andersson (added details); some disagreement on production numbers/dates. Andersson claims 1035 km/h for A/B/C/E.

The Ghost engine is also used by the De Havilland DH.112 Venom in U.K., first flown 09/1949 (a year after the Saab J 29).

Notes:

-- "The first scheme for a new type of jet aircraft was drawn up at the end of [10/1945], and the powerplant specified was the de Havilland Goblin engine with a thrust of approximately 3,100 lb. (1400 kp.) mounted immediately behind the center of the fuselage. The pilot was seated above a single, straight air duct, producing a deep fuselage, and in order to keep the high speed profile wing free from cut-outs the retractable landing gear was located in the fuselage sides, thus imparting a circular cross-section to the fuselage." (Widfeldt, 4)

-- "In the autumn of 1945, the Air Board invited Saab to submit a proposal for a new jet fighter project, tentatively designated JxR. The engine choice was a central issue. The de Havilland Goblin engine already selected for the J 21R was not powerful enough to meet the new performance requirements. In [12/1945], the Air Board instructed Saab to base the project on the new de Havilland Ghost (RM2 in the Swedish Air Force) turbojet of 5,000 lb (2,270 kp) thurst and 1.35m 4 ft 5 in) diameter. The basic Air Force demands on the new aircraft were high speed (Mach 0.85-0.86) and high service ceiling, powerful armament (four 20mm cannon), excellent maneuverability and a rugged design adapted to the special Swedish operating conditions. // Initially a straight-wing configuration was selected but at the end of [11/1945] Saab managed, through contacts in Switzerland, to obtain the results of some German aerodynamic research work into swept wings outlining both advantages and disadvantages. This eventually led to a completely new wing configuration. The structural stress and surface finish requirements were other technical challenges. In [02/1946], the project, now known as the R 1001, had been 'frozen' in most respects." (Andersson, 104)

-- "... work on the design was proceeded with experimentally. But certain events took place which were to result in a revised program by the SAAB team. First, technical information from de Havillands in England was obtained relating to a larger engine -- the Ghost -- which was undergoing development, and which was estimated to produce a thrust of 5,000 lb. (2270 kp.) It was obvious that such a powerful engine would enable SAAB to design and produce a far more advanced fighter, and after negotiations between de Havillands and the Swedish Air Force SAAB was able to incorporate the engine in the new design ... The fact that the engine could also be fed via a central, circular air intank rendered it eminently suitable for the design. // Secondly, the SAAB engineers were able to obtain first-hand access to an immense quantity of experimental material devoted to high speed flight accumulated by German scientists during the war. This related primarily to the phenomena of drag and lift approaching sonic speed, and the possibilities of improving the performance of an aircraft in the higher speed range by the use of swept wings. This information led SAAB designers to select a wing with a moderate sweep back of 25 degrees combined with a thin profile. From the experimental material it was also possible to calculate how slender the fuselage should be in order that its critical Mach number should not reduce the advantages gained with the wing. The first 'final' design sketches drawn during [01/1946] incorporated all the new information, and the resultant airplane was of advanced configuration." (Widfeldt, 4)

-- "In the autum of 1946 most of the remaining basic problems were solved by the Saab engingeering team headed by project manager Lars Brising, and three prototypes of the J 29, as the new aircraft was now designated, were ordered. The fuselage was given a barrel-like shape with a central air intake in the nose and a straight air duct to the engine in the rear fuselage. The characteristic shape not surprisingly led to the nickname 'The Flying Barrel'." (Andersson, 104)

-- "The structure was designed to permit 8g maneuvers at maximum speed at low altitude" (Andersson, 105)

-- "For reasons of stability the tail boom supporting the empennage was lengthened beyond the lower, shortened section of the fuselage in which the engine exhaust was located. This enabled the full landing angle to be obtained with the low-positioned undercarriage." (Widfeldt, 4)

-- taxiing trials completed [08/1948]; prototype first flight [09/01/1948]; second prototype first flight [02/29/1949]; third prototype first flight [08/18/1949]; fourth (production) prototype first flight [07/21/1950]; deliveries began [05/1951] to F 13 at Norrköping. (Andersson, 106)

-- detailed account of debut and design considerations (Flight 05/04/1950); article claims that the prototypes were to be powered by a Ghost of 4,400 lb thrust, while production aircraft were to have fully rated 5,000 lb thrust units. (Flight 05/04/1950, 558)

claims to fame

-- "The first West European jet fighter to have: swept wings [25-degrees]; all-movable tail plane; automatic leading-edge slats; full-span ailerons/flaps; D.H. Ghost engine in a single-engine aircraft; completely new Saab ejection seat" (Andersson, 105)

-- "The odd-looking J 29 set an important precedent by establishing Sweden at the forefront of military aviation." (Fredriksen, 277)

-- "...there were no doubts that through the J 29 development the Swedish aircraft industry had achieved a very prominent position in fighter aircraft development" (Andersson, 105)

-- the first Saab aircraft to go to war (United Nations mission in the Congo 1960). In this capacity the primary missions were air defense, attacks on air base installations and close air support of ground forces. (Andersson, 112-113)

J 29B / A 29B

-- "At an early stage, during the flight testing of the No.3 prototype which was allocated to armament testing, the J 29 had already proven to be an excellent weapons platform. It was therefore natural to use the aircraft for air-to-surface missions also. Two attack wings, F 6 and F 7, re-equipped with the J 29B, in its new role re-designated A 29B. This version could carry a variety of ordnance in addition to the four 20mm cannon ... The following alternatives could be carried: [14x14.5cm armor-piercing rockets; or 14x15cm m/51 rockets; or 4x18cm rockets] ... incendiary bombs could also be carried and these were dropped from very low altitude, 20-25m. To improve take-off performance JATO bottles were tested but never used in squadron service, the reason being that after-burning was now well underway. // The A 29B era was brief but of great use for the tactical development introduced in the specialized attack aircraft then to come. The A 29B served in the Air Force attack units [1953-1957]." (Andersson, 109-111)

-- 05/1954, J 29B flown by Captain Anders Westerlund flew 500km with average speed of 977km/h, breaking record held previously by North American F-86 Sabre; S 29C (recon) version also set a record (Andersson, 108-109)

J 29D -- (afterburner test)

-- "A Swedish innovation of great importance ... was the development of an afterburner tailor-made to the limited dimensions available ... originally conceived by Östen Svantesson of the Air Board and provided a 25 percent thrust increase. The full-scale development took place at Flygmotor which was responsible for production of the RM2B [afterburning Ghost] ... Flight testing began [03/1954] in an aircraft designated J 29D which also had increased fuel capacity." (Andersson, 110-111)

-- J29D was the testbed for the specialized afterburner, J29F was the implementation; improved rate of climb from approximately 40m/s to 60m/s, increased ceiling, speed, etc. (Andersson, 111-112)

J 29 E -- (modified wing)

-- "On [12/03/1953], a new version -- J 29 E -- equipped with a modified outer wing, made its first flight. Featuring a 'saw-tooth' wing instead of the leading-edge movable slats, this modification raised the critical Mach number from 0.86 to 0.89. A large number of J 29B's were modified to J 29E standard and the modified wing was also introduced on the S 29C." (Andersson, 109)

J 29 F -- (combined afterburner and wing)
-- "A version combining the afterburner engine [of the J 29D] with the modified wing of the 29E was designated J 29F and flew as early as [03/20/1954]." (Andersson, 111)

-- "The definitive model was the J 29F, constructed for ground-attack purposes and employing the effective Bofors rocket clusters. It also sported an afterburner and a sawtooth leading edge for better performance in the transonic range." (Fredriksen, 277)

-- all J29F's modified to use Sidewinders by end of 1963; retired 1967 (Andersson, 112-114)

Imagery

-- takeoff / flight

unverified information:

-- claim: prototype flew with (slightly weaker) DH Ghost 45 engine (source)

-- claim: 4x20mm Hispano Mk.V (source) [this is the same configuration found on the Westland P.1056 and Gloster P.228 in-game].

A 29B options:

14x14.5cm armor-piercing rockets

14x15cm m/51 rockets

4x18cm rockets

incendiary bombs dropped from 20-25m

Tier X

Saab 32 Lansen (J 32) ("The Lance") -- (11/1952)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets
4 (FF 11/1952)	1150 prototype	X Rolls-Royce Avon RA.7R 3400 kp (7000 lb) thrust
287 (delivery 12/1955-06/1957)	A 32A strike	X RM4 STAL Dovern II 3300 kp (7277 lb) thrust -- (projected) X ___ STAL Dovern IIC 4620 kp (10185 lb) thrust -- (projected) X RM5A Svenska Flygmotor / Rolls-Royce Avon Mk.21 3459-4695 kgf*	(not specified) (not specified) 1114 km/h	4x20mm m/49 Bofors (N)	2x500kg Napalm bombs or 4x250kg bombs or 12x100kg bombs or 12x18cm rockets or 24x14.5cm rockets 2x Rb 04 anti-ship missiles
1+44 (FF 03/1957)	S 32C recon	X RM5A Svenska Flygmotor / Rolls-Royce Avon Mk.21 3459-4695 kgf*	1114 km/h	(cameras)	(12x m/62 flash bombs)
2+118 (FF 01/1957)	J 32B all-weather	X RM6A Rolls-Royce Avon Mk.47A 4790-6660 kgf **	1138 km/h	X 4x30mm m/55 ADEN (N)	12x18cm rockets or ***
(converted from J32B)	J 32D	X RM6A Rolls-Royce Avon Mk.47A 4790-6660 kgf **	1138 km/h
(converted from J32B)	J 32E	X RM6A Rolls-Royce Avon Mk.47A 4790-6660 kgf **	1138 km/h

Data: Andersson, Annerfalk. ^ 447 total produced of all types. * initial rate of climb 60 m/s. ** initial rate of climb 100 m/s. The Rolls-Royce Avon is also used in the Supermarine Swift for U.K..

*** 2 pods, each containing 12x15.5cm air-to-ground rockets; or 2 pods, each containing 19x7.5cm air-to-air rockets; or ~~4x Rb 24 (Sidewinder) missiles~~

Notes:

-- "During the 1950's a replacement for existing attack, reconnaissance and night-fighter aircraft ... had to be initiated ... After investigating several interesting projects, including a 'flying wing' configuration and an elegant high-wing project known as the 1119 powered by two Flygmotor-built Ghost (RM2) engines, on [12/20/1948], the Swedish Air Force decided to go ahead with project 1150, a single-engined transonic two-seater of fairly conventional layout. The 1119 had become too heavy and expensive." (Andersson, 116)

-- "The Air Force requirements were very demanding: the aircraft was to be able to attack from a central base any part of Sweden's 2,000km (1,245 miles) long coast in less than one hour with its armament of four 20mm cannon, rockets, bombs and missiles, and in all kinds of weather, day and night. Special development effort went into the integration of the electronic weapons systems -- Lansen was Sweden's first true systems aircraft -- and also into the aerodynamic configuration. Particular problem areas were the large Fowler flaps and the shape of the rear fuselage, more precisely its integration with the movable tailplane." (Andersson, 118)

-- development began ... as project '1150' or 'Aircraft 32'; design team led by Arthur Bråsjö (Olson, 44)

-- 39-degree swept-wing design first tested in reduced scale on a Saab Safir trainer designated Saab 202 starting in March 1950 (Andersson, 116)

engine story

-- "Initially the Lansen was planned to be powered by a Swedish-developed turbojet, the STAL Dovern II (RM4) in the 3300kp (7270 lb) thrust class, dry, but an afterburner was being developed. In [11/1952] ... the Air Force decided to abandon Dovern [engine] development as well as a later much more powerful engine, the Glan. Instead ... to build the Rolls-Royce Avon Series 100 (RM5 in Sweden) ... under license." (Andersson, 117)

-- "Almost all of the [Dovern] engine's vital parts were modified or improved at different times, but all the problems (including compressor surging) were eventually solved and, after thousands of changes, the Dovern was ready for flight testing by [07/1952]. This was carried out by mounting the turbojet beneath the fuselage of an Avro Lancaster (80001) flying test-bed (known as the Tp-80 in the Flygvapen). The test engine was neatly cowled in a streamlined nacelle having an oval air intake. // In mid-1949 the Flygstaben decided to sponsor development of STAL's axial Dovern rather than SFA's R201 centrifugal engine, since there were insufficient funds to do both. Furthermore, SFA was ordered by the Flygstaben to collaborate with its former competitor, STAL, in the development of the Dovern and other turbojets that might come later. Maj-Gen. Nils Söderberg then left the Flygstaben in order to coordinate the development work between the two companies and also SFA's production work on British engines. The Dovern II was then chosen as the powerplant for SAAB's projected A 32 Lansen (Lance) two-seat, all-weather, jet attack aircraft. SAAB had originally projected this aircraft in the late 1940's to provide the Flygvapen with an all-weather attack aircraft powered by two DH Goblin turbojets, but the promise of a Swedish engine initiated a redesign using such an indigenous turbojet. // Unfortunately, after the Dovern had been run for more than 4,000 hours, including 300 hours under the Lancaster, and was nearing production status, it was unexpectedly cancelled. At the time of its cancellation, the engine was said to be developing 3,300 kp (7,277 lb) of static thrust at 7,200 rpm but it is not known how close it came to its originally specified weight of 1,200 kg (2,646 lb) or specific fuel consumption of 0.92. Its diameter was 1.095m (3ft 7in) and length 3.85m (12ft 8in). The Dovern IIC was to be fitted with an afterburner developed by SFA and intended to increase the thrust by 40 percent to 4,620 kp (10,185 lb). The reason for the cancellation was that the Rolls-Royce 100 series Avon turbojet was to be built under license by the SFA: the 3,400 kp (7,500 lb) thrust RA.7 as the RM5, the afterburning version of 4,700 kp (10,360 lb) thrust as the RM5A, and the Avon 200-series as the RM6 (to power the A 32 Lansen). Another factor in the cancellation of the Dovern was budgetary constraints." (Kay, 230-231)

A 32A

--the first Swedish-built airplane to break the sound barrier on 10/25/1953 ["while in a shallow dive" (Andersson, 118; Annerfalk, 128)]; production delivery began 12/1955 to replace Saab T18B (Olson, 44)

-- "In [09/1950] the first parts were manufactured and on [11/03/1952] the prototype made its first flight. The aircraft entered squadron service in the spring of 1956, when the first Lansens replaced ... T-18B's at F 17 naval support wing. The A 32 later equipped all attack squadrons in the Air Force until the mid-1970's ..." (Annerfalk, 127)

-- "The aircraft served all five attack Wings (F 6, F 7, F 14, F 15 and F 17)." (Andersson, 120)

-- "The electronic equipment ... included a PS-43/A search radar, a PN-50A and a PN-51 navigation radar and a PH-11/A radar altimeter. The production aircraft was powered by a Flygmotor-built RM5A of 3,460 kp (7,630 lb) thrust. With afterburner the thrust increased to 4,700 kp (10,360 lb). The aircraft was also equipped with the Saab BT9C 'toss' bomb computer and a gyro gunsight was also fitted." (Andersson, 118-119)

-- "A 32 Lansen was the first aircraft to carry the Swedish Rb 04 anti-ship missile, a unique weapon system when it became operational. The Rb 04C version was in quantity production [1958-1964]." (Andersson, 118)

-- website here with sources listed claims that A 32A was armed with 4x20mm m/49 Bofors cannons; other sources claim 4x20mm Hispano. It may be that Bofors produced Hispano 20mm cannons under license (confirm).

S 32C

-- "The second Lansen version to be developed [second to the A 32A] was the S 32C reconnaissance aircraft ... carried roughly the same electronic equipment as the A 32 A but the built-in cannon armament had been replaced by a PS-431/A search radar with improved performance and a battery of different types of cameras (three SKa 16's, one SKa15 and two SKa 23's) and a Junger FL S2 optical sight. For night missions, the aircraft could carry twelve m/62 flash bombs." (Andersson, 120)

-- reconnaissance version with 5 cameras; first flown [03/26/1957]. (Olson, 45)

J 32B

-- "During 1955 development began of a night and all-weather fighter version of Lansen. Designated J 32 B, it made its first flight on January 7 1957. It had 50 percent more engine power and, consequently, true fighter performance. The engine, a Flygmotor-built Rolls-Royce Avon Series 200 (RM6A in Sweden) had a dry thrust of 4,790 kg (10,560 lb). With its Flygmotor-designed afterburner, the total thrust reached 6,660 kp (14,680 lb) ... built-in armament was also much more powerful. The four 30mm Aden guns used had a considerably higher rate of fire and the muzzle power was 3.5 times that of the 20mm Hispano gun used in the A 32A.." (Andersson, 1210-121)

-- added more powerful engine, heavier armament, radar systems, fire control systems, autopilot, to be an all-weather interceptor; first flown 01/07/1957; also known as 'Lansen Sport' (Olson, 44)

-- 120 delivered between 07/1958 and 05/1960 (Andersson, 123-124)

-- site here claims designation for 30mm Aden is m/55 (confirm)

J 32D / 32E
-- further modifications made to 32B [alteration implied 1970's, outside the timeline of the game] (Olson, 45)
-- retired from active service 1973 (Olson, 45)

other variants

-- such as J 32AD considered prior to purchase of Hawker Hunter and Saab 35 Draken development -- not much information, see here.

Imagery

-- belly / 3-view / front quarter-view / flight /

Summary

-- Saab 32 was developed first as a strike fighter, then was adapted for reconnaissance, then as an all-weather interceptor. It was to rely on a Swedish-designed turbojet until it became more cost efficient to build the Rolls Royce Avon under license. The Rolls Royce Avon is currently in the game for the Supermarine Swift at Tier X.

Edited by J311yfish, 04 July 2015 - 12:40 AM.

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J311yfish #10 Posted 06 May 2014 - 05:48 PM

Second Lieutenant

Member
17867 battles
1,009
[343]
Member since:
12-13-2013

Timelines

early/general history

__/__/1936 -- "In 1936, the majority of issues concerning aircraft and related equipment, as well as other supply matters, were transferred to a new organization, "Kungliga Flygförvaltningen", KFF (the Air Force Administration). As an independent entity within the Air Force, KFF was formally led by the Commander-in-Chief of the Air Force but operationally by a deputy chief and was organised in four main departments: [Materials, Supply, Construction, Civil Service]. The Air Force Flight Test Center, Försökscentralen (Fc) at Malmen, was also transferred to the KFF. The unit had been organized in 1933 as a department of the CVM workshop, and was responsible for all Air Force flight testing: aircraft, armament, engines and safety equipment." (Annerfalk, 47)

07/01/1936 -- "The new Air Force organization was to be accomplished over a period of seven fiscal years [starting at this time]. Initially, the first units to be in focus for the 'rebuild' of the Air Force were F 4, the 1st Light Bomber Wing and F 5, the Air Force Flying School. Then would follow F 1, the 1st Medium Bomber Wing and F 8, the Fighter Wing. The other wings would follow during the second half of the seven-year period, ending with the Army and Navy wings in the fiscal year 1941/1942." [in other words bombers, not fighters, were the priority! The theories of Giulio Douhet.] (Annerfalk, 49)

__/__/1936 -- "... in 1936 the USSR had at its disposal approximately 3,500 front line aircraft, Britain about 2,250 and Germany about 2,000, while Sweden in 1943 [according to planned buildup] was to have 257 front line aircraft ... The 1936 Defense Decision was a serious attempt to cope with an accelerating international situation. However, developments in northern Europe were soon to demonstrate very visibly that the intended seven-year buildup period was far too long." (Annerfalk, 50)

__/__/1937 -- "The first batch of Air Force Cadets began their ab initio training at Flygkrigsskolan (the Air Force Flying School) at Ljungbyhed in southwern Sweden in 1937." (Annerfalk, 48)

06/08/1938 -- 2nd Medium Bomber Wing moved from Karlsborg to Såtenäs on Lake Vänern; 2nd Light Bomber Wing moved from Karlstad to Karlsborg. (Annerfalk, 49)

Svenska Aero Jaktfalken (J 5, J 6)

__/__/1921 -- "Svenska Aero AB was established in 1921. The principals behind the new company were German aircraft manufacturers who, under the terms of the Treaty of Versailles, were forbidden to produce airplanes at home. Although the Naval Air Service ordered a number of Heinkels from the company, the affair was shrouded in mystery; the company was never registered and no records detailing its operations have ever been found. Although Heinkel was presumably the major shareholder, Svenska Aero eventually ran into financial difficulties and was acquired by AB Svenska Järnvägsverkstäderna (ASJ) in 1932 -- a time when Heinkel's management and design personnel were needed more urgently by the German armaments industry." (Olson, 6)

02/20/1925 -- proposal made for reorganization of the armed forces. (Annerfalk, 25)

07/01/1926 -- independent Air Force (Flygvapen) formed; to be fully organized, equipped, trained, and ready for combat by summer 1931; slow progress due to low funding. (Annerfalk, 26-30)

__/__/1929 -- at this time "the Air Force did not in reality have a single usable fighter" and "no replacements were in sight." (Annerfalk, 31)

03/__/1929 -- design began March 1929 as a private venture of Svenska Aero AB. (Green, 566)

__/__/1929 -- Svenska Aero Jaktfalken first flight (Wikipedia)

11/11/1929 -- Svenska Aero Jaktfalken presented (Wikipedia)

__/__/1929 -- ... Aside from building Heinkel designs, Bücker had also established a design office at Svenska Aero under chief designer Sven Blomberg. In 1929, he produced a new fighter design for the Swedish Air Force, called the Jaktfalken or Fighting Falcon." (Mortons, 10)

01/09/1930 -- Svenska Aero Jaktfalken purchased by Swedish Air Force; to be compared to Bristol Bulldog II. (Wikipedia); While the Jaktfalken was being produced, the Air Force ordered 12 Bristol Bulldogs (J 7) primarily to compare and evaluate with the Jaktfalken (Annerfalk, 32)

02/__/1930 -- Bristol Jupiter to be standard air force engine. (Wikipedia)

03/__/1930 -- orders placed for the upgraded J 6 in March and June 1930; J 6A delivery complete by late 1932 (Green, 566-567)

06/__/1930 -- -- orders placed for the upgraded J 6 in March and June 1930; J 6A delivery complete by late 1932 (Green, 566-567)

09/__/1930 -- "... in September 1930 ... a new division [was formed] within ASJ, AB Svenska Järnvägsverkstädernas Aeroplanavdelning (ASJA) ... The new company's general managarer was Sven Blomberg, who had been the chief designer at Heinkel-owned Svenska Aero AB. In 1932, ASJA bought the struggling Svenska Aero AB outright, in order to acquire its strong and experienced design team." (Mortons, 13)

__/__/1932 -- three Jaktfalken II's received; Svenska Aero merges with ASJ. (Wikipedia)

__/__/1932 -- "...by 1932 the company [Svenska Aero] was in dire financial straits and] was taken over by a company that manufactured railway rolling stock and other equipment, AB Svenska Järnvägsverkstäderna (ASJ). It was interested in acquiring the design team Bücker had built up. He returned to Germany with one of his Swedish designers, A J Andersson, and was to form his own company which produced very successful military and civilian aerobatic and training aircraft. Andersson was to return to Sweden in 1939." (Mortons, 12)

01/__/1933 -- ASJA resumed development as the Jaktfalk II (J 6B) in January 1933 (Green, 567, 32)

05/__/1933 -- seven more Jaktfalken ordered, manufactured by ASJ. (Wikipedia)

11/__/1934 -- first ASJ Jaktfalken ready. (Wikipedia)

06/__/1935 -- all ASJ Jaktfalken delivered by this time. (Wikipedia)

12/08/1939 -- three (oldest) Jaktfalken given to Finland (Wikipedia)

Comprehensive Timeline

This timeline is to provide a comprehensive view of events related to the cancellation of American fighters; the order of Italian fighters to replace them; the creation of the J 22 as a stopgap fighter; as well as to determine the end-point for Tier X jet development. Sources for these dates are not necessarily accounted for below (just to keep it clean/simple) but can be found elsewhere in this thread under relevant entries.

MM/DD/YYYY

02/20/1925 -- proposal made for reorganization of the armed forces. (Annerfalk, 25)

07/01/1926 -- independent Air Force (Flygvapen) formed; [intended] to be fully organized, equipped, trained, and ready for combat by summer 1931; slow progress due to low funding. (Annerfalk, 26-30)

__/__/1929 -- at this time "the Air Force did not in reality have a single usable fighter" and "no replacements were in sight." (Annerfalk, 31)

03/__/1929 -- Svenksa Aero Jaktfalken design began March 1929 as a private venture.

__/__/1929 -- Svenska Aero Jaktfalken first flight (Wikipedia)

11/11/1929 -- Svenska Aero Jaktfalken presented (Wikipedia)

01/09/1930 -- Svenska Aero Jaktfalken purchased by Swedish Air Force; to be compared to Bristol Bulldog II. (Wikipedia); While the Jaktfalken was being produced, the Air Force ordered 12 Bristol Bulldogs (J 7) primarily to compare and evaluate with the Jaktfalken (Annerfalk, 32)

02/__/1930 -- Bristol Jupiter to be standard air force engine. (Wikipedia)

03/__/1930 -- Svenska Aero Jaktfalken orders placed for the upgraded J 6 in March and June 1930; J 6A delivery complete by late 1932 (Green, 566-567)

06/__/1930 -- Svenska Aero Jaktfalken orders placed for the upgraded J 6 in March and June 1930; J 6A delivery complete by late 1932 (Green, 566-567)

09/__/1930 -- ASJA formed (AB Svenska Järnvägsverkstädernas Aeroplanavdelning) within ASJ. (Mortons, 13)

__/__/1932 -- three Jaktfalken II's received; Svenska Aero merges with ASJ. (Wikipedia)

__/__/1932 -- Svenska Aero taken over by AB Svenska Järnvägsverkstäderna (ASJ); Bucker and A.J. Andersson to Germany. (Mortons, 12)

01/__/1933 -- ASJA resumed development as the Jaktfalk II (J 6B) in January 1933 (Green, 567, 32)

05/__/1933 -- seven more Jaktfalken ordered, manufactured by ASJ. (Wikipedia)

11/__/1934 -- first ASJ Jaktfalken ready. (Wikipedia)

06/__/1935 -- all ASJ Jaktfalken delivered by this time. (Wikipedia)

02/08/1937 -- North American sells a NA-31 (NA-16-4M) to Sweden with license for manufacture (NA's first sale to a foreign country).

03/16/1937 -- Fokker G.I prototype first flight in Netherlands [twin-boom configuration like later Saab 21].

04/22/1938 -- Northrop 8A-1 prototype 1 shipped to Sweden (pre-built).

05/__/1938 -- ASJA hires no fewer than 46 American designers and stress specialists, mostly from Douglas companies (1938-1939).

05/23/1938 -- Fiat CR.42 first flight in Italy ("conceptually obsolete").

05/25/1938 -- Air Force orders maps to be made of neighboring countries.

08/08/1938 -- Northrop 8A-1 prototype 2 shipped to Sweden (in pieces).

09/03/1938 -- Fokker G.I flown with Twin Wasp engine [also planned initially for Saab 21].

11/29/1938 -- Saab 17 project began (L-10); two prototypes ordered.

__/__/1939 -- designer A.J. Andersson returns to Sweden. (Mortons, 12)

01/__/1939 -- Bo Lundberg joins Götaverken (GV) as chief designer; forms new company AB Flygplanverken (AFV). [eventually goes to work for Vultee].

04/__/1939 -- Air Board invites Saab and GV to submit proposals for a new Bristol Taurus-powered fighter; both projects ultimately shelved 12/1939 (Saab L-12 and AFV GP 9)

04/24/1939 -- At this time Sweden has 106 front-line aircraft available [in various states of repair]: 30x Junkers Ju 86 (B 3); 14x Hansa (S 5); 3x Hawker Osprey (S 9); 19x Fokker CV-E (S 6B); 23x Hawker Hart (B 4); 34x Gloster Gladiator (J 8 and J8A).

05/24/1939 -- Reggiane Re.2000 first flight in Italy.

07/01/1939 -- F 6 light bomber wing was to have been equipped with the new Seversky 2P-A (B 6), but due to delays/cancellation remained only with Hawker Harts (B 4) [by 07/1940].

08/__/1939 -- Sweden begins flying long-range reconnaissance missions using 4 (obsolete) Junkers Ju 86 (B 3) bombers.

08/23/1939 -- Soviet Union and Germany sign non-aggression pact.

09/01/1939 -- Germany invades Poland.

09/03/1939 -- Britain and France declare war on Germany; Sweden declares a state of "enhanced preparedness for the armed forces."

10/06/1939 -- Swedish government approves 10-year policy agreement effectively giving Saab a monopoly on aircraft development in Sweden.

10/11/1939 -- Finnish forces on 'enhanced alert.'

11/__/1939 -- Saab 18 prototype ordered.

11/30/1939 -- Soviet Union attacks Finland and invades three Baltic States.

12/01/1939 -- auxiliary flying school established for the rapid training of volunteer pilots (for already-trained private and commercial pilots).

12/08/1939 -- Sweden offers aircraft as a gift for the defense of Finland -- 3x Jaktfalken (J 6), 2x Bristol Bulldogs (J 7), 3x Fokker CV (S 6).

12/14/1939 -- Swedish government gives formal approval for the F 19 volunteer wing to fight in Finland, to be commanded by Major Hugo Beckhammar.

12/30/1939 -- F 19 volunteer wing personnel assemble in Torneå, Finland.

12/__/1939 -- Saab 19 project (L-12 to be J 19) suspended, AFV GP 9 suspended.

01/__/1940 -- Gloster Gladiator assembled at Malmslätt, Sweden, for the defense of Finland; a second auxiliary flying school established for the rapid training of volunteer pilots (from scratch) [trainers used: Focke-Wulf Fw 44 Stieglitz as primary trainer, North American NA-16 as advanced trainer].

01/10/1940 -- F 19 volunteer wing aircraft from Sweden arrive in Finland.

01/12/1940 -- F 19 volunteer wing [flying Gladiators and Harts] encounters Soviet I-15 fighters while on planned reconnaissance and ground attack mission between Lake Kemijärvi and the Soviet border.

02/__/1940 -- Swedish government authorizes establishment of two additional fighter wings, for a total of three; [emphasis to this point still strongly in favor of 'strategic' bombers and reconnaissance aircraft, ~4:1 over fighters].

02/15/1940 -- Fiat CR.42 first order for 5.

02/24/1940 -- Fiat CR.42 second order for 7.

03/13/1940 -- Fiat CR.42 donated to aid Finland, Finland says no thanks, Sweden keeps them (5); F 19 volunteer unit disbanded after 62 days.

03/30/1940 -- Fokker G.I ordered by Sweden (18), none delivered by 05/10/1940.

04/09/1940 -- Germany attacks Denmark and Norway; Denmark occupied within 12 hours; Norway occupied within 8 weeks.

04/27/1940 -- Fiat CR.42 delivered to F 3 flown by Swedish pilots (5).

05/10/1940 -- Fokker G.I production terminated in Netherlands; none delivered to Sweden.

05/18/1940 -- Saab 17 first flight.

06/__/1940 -- Fiat CR.42 delivered to Petsamo in northern Finland (7).

06/__/1940 -- Saab 18 development resumes after interruption due to start of war (allocation of resources was to Saab 17).

07/02/1940 -- United States places an export prohibition on aircraft ordered by Sweden (120 Seversky-Republic EP-1 plus license to manufacture; 52 Seversky-Republic 2 P-A light bombers; 550 Pratt & Whitney Twin Wasp engines; ammuntion, machine tools, etc.).

08/__/1940 -- Caproni Ca.313 order for 54.

08/08/1940 -- Supreme Commander receives permissino to establish five new Wings (15 Squadrons) in addition to the nine Wings already existing.

10/10/1940 -- United States law enforcing confiscation of war material; only 60 EP-1's and two 2 P-A's actually arrive in Sweden.

10/__/1940 -- FFVS J 22 design study completed by Bo Lundberg.

11/09/1940 -- Fiat CR.42 third order for 60.

02/__/1941 -- FFVS J 22 funding authorized.

03/21/1941 -- FFVS J 22 ordered for production (order for 60).

04/13/1941 -- Soviet Union and Japan sign neutrality agreement.

04/__/1941 -- Saab 21 project (L-12) presented to Air Force.

06/06/1941 -- De Havilland DH.99 project (what would become Vampire) proposed in United Kingdom.

06/22/1941 -- Germany breaks non-aggression pact with Soviet Union.

07/08/1941 -- Saab 21 mockup approved.

08/05/1941 -- De Havilland DH.99 design ordered in United Kingdom.

10/__/1941 -- Saab 21 development halted due to doubts.

11/__/1941 -- Saab 21 development resumed.

11/11/1941 -- De Havilland DH.99 design redesignated DH.100 in United Kingdom.

12/01/1941 -- Saab 17 first production aircraft flown.

12/07/1941 -- Japan attacks Pearl Harbor; U.S. enters World War II.

03/__/1942 -- Saab 17 (B 17B version) initial deliveries (9 months late).

04/11/1942 -- De Havilland DH.100 first prototype ordered at Hatfield in United Kingdom.

06/19/1942 -- Saab 18 prototype first flight.

07/01/1942 -- FFVS J 22 production facility at Stockholm's Bromma Airport leased using government unemployment funds; lease to end 07/01/1945.

09/01/1942 -- FFVS J 22 prototype complete.

09/20/1942 -- FFVS J 22 prototype first flight.

07/30/1943 -- Saab 21 prototype first flight.

08/__/1943 -- FFVS J 22 first production aircraft.

09/26/1943 -- De Havilland DH.100 prototype first flight at Hatfield in United Kingdom.

10/__/1943 -- Fiat CR.42's begin to be replaced by FFVS J 22 at 3rd Squadron of F 9 Wing

12/__/1943 -- Saab 24 suspended; Saab 18 to be re-engined instead.

02/__/1944 -- Saab 21 testing.

03/__/1944 -- Saab 18 production deliveries commence -- confirm -- 1943 would make sense, 1944 does not.

05/13/1944 -- De Havilland DH.100 production ordered (120 to be built by English Electric Co. Ltd.) in United Kingdom.

06/06/1944 -- Allied invasion of Normandy; D-Day.

06/10/1944 -- Saab 18 (B 18B version) powered by DB 605B first flight.

10/__/1944 -- Saab 17 last of 325 total production delivered.

10/24/1944 -- FFVS J 22 receives first SFA-built Twin Wasp.

04/05/1945 -- Soviet Union nullifies neutrality agreement with Japan.

05/__/1945 -- FFVS J 22 total 180 delivered by this time.

05/07/1945 -- Germany surrenders; V-E Day.

07/01/1945 -- FFVS J 22 production facility lease ends.

08/15/1945 -- Japan surrenders; V-J Day.

10/__/1945 -- Saab 29 concepts begin with Goblin engine.

11/__/1945 -- Saab 29 projects benefits from German swept-wing research.

12/__/1945 -- Saab 29 engine to be Ghost engine.

12/__/1945 -- Saab 21 a few examples delivered.

02/__/1946 -- Saab 29 solidifies; now known as Project R 1001.

03/10/1947 -- Saab 21R prototype first flight.

08/__/1948 -- Saab 29 taxiing trials.

09/01/1948 -- Saab 29 prototype first flight.

12/20/1948 -- Saab 32 concepts ordered to proceed as Project 1150; Project 1119 canceled.

02/__/1949 -- Saab 21R production aircraft delivery starts.

02/29/1949 -- Saab 29 second prototype first flight.

08/18/1949 -- Saab 29 third prototype first flight; to test armament configurations.

03/__/1950 -- Saab 32 swept-wing design begins testing on Saab Safir trainer.

07/21/1950 -- Saab 29 fourth prototype (production) first flight.

09/__/1950 -- Saab 32 first parts manufactured.

05/__/1951 -- Saab 29 deliveries begin.

01/21/1952 -- Saab 35 double-delta concept explored via 70% scale Saab 210 first flight.

07/__/1952 -- Saab 32 planned engine development STAL Dovern ready for flight testing.

10/__/1952 -- Saab 35 first tooling drawings released.

11/__/1952 -- Saab 32 planned engine development STAL Dovern and Glan abandoned in favor of licensed production of Rolls-Royce Avon.

11/03/1952 -- Saab 32 prototype first flight with Rolls-Royce Avon.

12/03/1953 -- Saab 29 (J 29E version) tested with modified outer wing.

03/__/1954 -- Saab 29 (J 29D version) tested with afterburner.

03/20/1954 -- Saab 29 (J 29F version) first flight with combined afterburner and modified outer wing.

10/25/1955 -- Saab 35 prototype first flight powered by imported Rolls-Royce RB-146 Avon turbojet.

01/26/1956 -- Saab 35 first supersonic flight, without afterburner.

03/__/1956 -- Saab 35 first supersonic flight while climbing.

01/07/1957 -- Saab 32 (J 32 B version) all-weather interceptor first flight.

03/26/1957 -- Saab 32 (S 32C version) reconnaissance first flight.

02/15/1958 -- Saab 35 pre-production first flight.

07/__/1958 -- Saab 32 (J 32 B version) delivery beings.

05/__/1960 -- Saab 32 (J 32 B version) delivery ends.

Based on this timeline, the endpoint of jet development (Tier X) is either:

Saab 32 prototype #3 with armament as A 32A
Saab 29 late variant with modified wing and/or afterburner.
A subsonic pre-Lansen or pre-Draken project.

Fiat CR.42 (J 11)

05/23/1938 -- Fiat CR.42 first flight. (Wikipedia)

02/__/1939 -- Fiat CR.42 production begins; continues until late 1943. (Wikipedia)

02/15/1940 -- contract signed for five Fiat CR.42's; signed by Royal Swedish Air Board; intended for service 04/1940 with F 19 volunteer unit to assist Finland; arrived by ship 04/1940; assembled by Götaverken. (Forslund, 185)

02/24/1940 -- contract signed for additional seven Fiat CR.42's. (Forslund, 185)

03/13/1940 -- end of Winter War; Finland declines CR.42's from Sweden; Sweden keeps the CR.42's and assigns them to reconnaissance duty with the F 3 Wing at Linköping; first five flown to F 3 by Swedish pilots 04/27/1940. (Forslund, 185)

06/08/1940 -- marking regulation change; yellow ring added around national insignia, to be on the fuselage and under the wings only; individual aircraft codes moved to the nose and fin/rudder, to be in large white numerals. (Forslund, 185)

06/__/1940 -- the second order of Fiat CR.42's (seven) are delivered to Petsamo in northern Finland; carried by rail to Gothenburg for assembly same month. (Forslund, 185)

10/__/1940 -- Fiat CR.42's from F 3 transferred to 1st Squadron of F 9 based at F 7 Såtenäs. (Forslund, 185)

11/09/1940 -- third order of Fiat CR.42's (sixty); sent by rail through Germany; duty eventually with F 9 Wing, in Gothenburg between 02/03/1941 and 12/17/1941. (Forslund, 185)

03/__1942 -- Fiat CR.42's assigned to Kiruna in northern Sweden to defend railroads carrying ore to Norway mid-March to late-April 1942; used skis during this time; April 1942 scrambled to intercept German intruders but no contact achieved [too slow]. (Forslund, 185-189)

10/__/1943 -- Fiat CR.42's begin to be replaced by FFVS J 22 fighters at 3rd Squadron of F 9 Wing; approximately 40 Fiat CR.42's still functional at this time. (Forslund, 189)

02/04/1944 -- Fiat CR.42's from 3rd Squadron of F 9 Wing transferred incrementally to new F 13 Wing at Norrköping; three 02/04/1944; twelve 04/27/1944; six at later time; F 13 eventually received FFVS J 22's as well. (Forslund, 189)

__/__/1945 -- Fiat CR.42's used as target tugs by Svensk Flygtjänst AB company. (Forslund, 189)

08/__/1946 -- Fiat CR.42's sent to Persorp airfield outside Karlsborg for use as targets. (Forslund, 189)

The state of the Swedish Air Force in August 1942

Saab 35 Draken (J 35)

__/1949 -- "Over the years since circumstances forced it, SAAB, in the central Swedish backwater of Linköping had nurtured, by 1949, a fighter design team second to none. Lars Brising, the team manager and a noted aerodynamicist in his own right, was the prime mover behind the forthcoming [Saab 32] Lansen project. Eric Bratt, just 33 years old in 1949, was the principal designer [for Saab 35 Draken] and consequently, the man charged with the configuration studies that would accommodate Sweden's future fighter needs." (Dorr/Francillon/Miller, 3); "Continuing tunnel work rapidly solidified the team's initial impressions of the double delta configuration, and by 1949, it had been concluded that the proposed advanced fighter should have a double delta wing with a very small aspect ratio (1.77 -- which was almost unheard of in 1949)." (Dorr/Francillon/Miller, 4)

05/1950 -- 12 engineers on the design team. (Dorr/Francillon/Miller, 6)

__/1951 -- "Bratt's design team, using the specification synopsized above, soon came up with a number of brash and innovative design studies. Several, labeled as Project ® 1200, reflected the design team's inability to settle upon either a swept wing or delta wing configuration. By 1951, Project ® 1200 had grown into the relatively unappealing Project ® 1250 which, as it turned out, finally would employ the distinctive double-delta configuration that was destined to become the SAAB Draken's unmistakable trademark." (Dorr/Francillon/Miller, 3)

01/1952 -- Saab 210 ('Lill Draken') first flight 01/21/1952; test pilot Bengt R. Olov; 70% scale testbed aircraft for Saab J 35 Draken double-delta interceptor. (Winchester, 144; Dorr/Francillon/Miller, 5)

03/1952 -- design frozen after favorable results from Saab 210. (Winchester, 144); Flygvapen approval of full-scale mock-up. (Dorr/Francillon/Miller, 6)

05/1952 -- "...[Flygvapen] approved prototype hardware design work initiation on what now was being called the SAAB 35 Draken fighter." (Dorr/Francillon/Miller, 6)

__/1952 -- " ... nearly 30 [engineers] on the design team in late 1952." (Dorr/Francillon/Miller, 6)

10/1952 -- "With prototype design now well underway, the first tooling drawings were released during October, 1952." (Dorr/Francillon/Miller, 6)

01/1952 -- "Following the finalization of the type specification during January 1953, production tool design was started during March, and some five months later, during August, the first production orders, calling for the fabrication of four prototypes (three for flight test and one for fatigue testing; the latter eventually would be equipped with no less than 5,000 strain gauges; it also would clear the Draken airframe to a 12g ultimate load) and three series test aircraft, officially were given, along with a single order for a complete nose section for a two-seat conversion trainer." (Dorr/Francillon/Miller, 6)

10/1955 -- Saab 35 prototype first flight. (Winchester, 144); "Following roll-out during the late summer of 1955, the prototype Draken (c/n 35-1) was ground tested and prepared for its initial flight. This event was consummated on [10/25/1955] at the company's Tannefors airfield with Bengt R. Olov at the controls ... It should be mentioned ... that the first three Drakens officially were designated SAAB 35 only (by the manufacturer) and given constructor's numbers, and that they did not have Flygvapen designations or serials. Also, these first three aircraft were powered by imported Rolls-Royce RB-146 Avon turbojet engines. Initial production aircraft would differ in being powered by Swedish-built Avon derivatives designated RM6B and equipped with Swedish-built SFA Model 65 afterburners." (Dorr/Francillon/Miller, 7)

01/1956 -- "The first supersonic flight, which was accomplished utilizing the prototype aircraft, took place without using the afterburner on [01/26/1956]. Two months later, this same aircraft became the first of its type to go supersonic in a climb." (Dorr/Francillon/Miller, 7)

02/1958 -- "The first flight of the first aircraft in the initial pre-production Draken batch, by now referred to as the J35A-series, took place on [02/15/1958] at Linkoping, with company pilot Karl-Erik Fernberg at the controls, utilizing the fourth Draken off the line, 35001.

__/1959 -- "Production of this initial series was fully underway by mid-1959. The first 20 aircraft were not considered up to full production standard, however, due to mid-production fits and component changes, but by aircraft 21, these had stabilized and all following samples were consistent. One other change, however, should be noted, as the Swedish-built SAF Model 65 afterburner found on the first 62 aircraft was updated to the Model 66 (which increased the overall length by 2' 6.25") from aircraft 63 onward." (Dorr/Francillon/Miller, 7)

Timeline precedent established by game:

Edited by J311yfish, 04 July 2015 - 03:36 PM.

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J311yfish #11 Posted 09 May 2014 - 10:18 PM

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Designers

Designer Summary

Tier	Aircraft	Designer(s)
I	Svenska Aero Jaktfalken	Carl Clemens Bücker (Mortons, 10)
II	Hawker Hart Sparmann E4	Sydney Camm Edmund Sparmann
III	Northrop 8A-1	Jack Northrop; "American design team (approximately 45 engineers) hired by Bror Bjurströmer to teach manufacturing methods to Swedish engineers" (Annerfalk, 58)
IV	Saab 17	"designed with the aid of the American engineers" (Annerfalk, 58)
V	Saab 18 FFVS J 22	project manager Bror Bjurströmer (Andersson, 66) "designed by Bo Lundberg, a Swedish engineer working at Vultee in the United States, a member of the Swedish Air Commission, in conjunction with Colonel Nils Söderberg, the head of the Air Board Material Department" (Andersson, 28)
VI	Saab 18	(continuation)
VII	Saab 21	"chief designer A.J. Andersson" (Andersson, 75-78) Frid Wänström (confirm)
VIII	Saab 21R	"project manager Roger Härdmark" (Andersson, 83)
IX	Saab 29	"design team led by Lars Brising" (Andersson, 104)
X	Saab 32	"design team led by Arthur Bråsjö" (Olson, 44)

Carl Clemens Bücker

-- designer of Svenska Aero Jaktfalken (confirm)

Edward Sparmann

-- designer of Sparmann E4

Sven Blomberg

-- "... in September 1930 ... a new division [was formed] within ASJ, AB Svenska Järnvägsverkstädernas Aeroplanavdelning (ASJA) ... The new company's general manager was Sven Blomberg, who had been the chief designer at Heinkel-owned Svenska Aero AB. In 1932, ASJA bought the struggling Svenska Aero AB outright, in order to acquire its strong and experienced design team." (Mortons, 13)

-- as early as 06/1935, Blomberg involved with visits to de Havilland at Hatsfield while accompanying the Director of Technical Development for the Swedish Air Force (Flight 06/13/1935, 651); this may explain in part the decision to produce de Havilland jet engines under license rather than to bring native jet engine development to production.

-- "[03/1946] The de Havilland company have established a branch office for the Scandinavian countires. Mr. Sven Blomberg, who has looked after de Havilland interests in that area for many years, has been appointed general manager for Sweden, Norway, and Denmark. His head office will be in Stockholm (Linnegatan 8). Mr. Blomberg has been engaged on the design and production sides of the aircraft industry for 24 years. He was actively concerned in the inauguration of the national Swedish aircraft factory, Svenska Aeroplan A.B., at Linköping." (Flight 03/21/1946, 394)

-- "[10/1946] ... Blomberg ... reports that the Vampires are doing well in the Swedish Air Force and that Goblins are being installed in twin-boom fighters of Swedish design." (Flight 10/03/1946, 361)

Bo Lundberg

-- Lundberg had been working on the Vultee P-48 Vanguard fighters [designed by Richard Palmer, who also designed the aircraft that allowed Howard Hughes to set a speed record in 1935 (source)] intended for Sweden when the U.S. arms embargo prevented their delivery (Andersson, 182)

-- designer of FFVS J 22 stopgap fighter; Lundberg's project study complete 10/1940; funding authorized 02/1941; order for 60 placed 03/21/1942; first prototype complete 09/01/1942; first flight 09/20/1942; first production aircraft August 1943; 180 delivered by 05/1945 (Andersson, 29-30)

-- By 12/1954, Bo Lundberg is the director of the Swedish Research Institute [or, Director of Aeronautical Research Institute of Sweden], and gives a lecture in Washington D.C. 12/17/1954 on the fatigue of airplane structures, based on a paper he wrote in 1947; also wrote about fatigue on helicopter blades ~ 1949. (Flight 05/26/1949, Flight 12/31/1954, 929; Flight 11/25/1955, 811)

Anders Johan Andersson

-- designer of Saab 18 (confirm)

-- designer of Saab 21 (confirm)

Frid Wänström

-- designer of Saab 21 (source) -- confirm

Herr Folke Mannerstedt

-- designer of the Mannerstedt ("M") 2500bhp engine; previously designed engines for motorcycles. The engine, though powerful, was eclipsed by jet engine development. (Flight 10/28/1943, 469)

Alfred J.R. Lysholm

-- "One of the country's earliest pioneers of consequence ... chief engineer of the Aktiebolaget Ljungströms Angturbin (Ljungström Steam Turbine Company) of Stockholm ... beginning in 1928, began investigating the gas turbine. (Kay, 226-227)

-- "During 1936 Lysholm studied the use of an exhaust gas turbine on a piston engine, the turbine driving either an airscrew or, for a turbojet, a compressor. A unit with a six-stage turbine and compressor was built and tested on a piston-driven aircraft by the Flygvapen (Swedish Air Force) during July and August of 1942." (Kay, 227)

-- U.S. Patent 2,085,761 (02/15/1933), U.K. Patent 472,650 (04/21/1936). Swiss Patent 174,257 (1933), Swiss Patent 170,667. (Kay, 227-228)

others

-- "Over the years since circumstances forced it, SAAB, in the central Swedish backwater of Linköping had nurtured, by 1949, a fighter design team second to none. Lars Brising, the team manager and a noted aerodynamicist in his own right, was the prime mover behind the forthcoming [Saab 32] Lansen project. Eric Bratt, just 33 years old in 1949, was the principal designer [for Saab 35 Draken] and consequently, the man charged with the configuration studies that would accommodate Sweden's future fighter needs." (Dorr/Francillon/Miller, 3)

Designs

Wings

cantilever low-wing

-- Saab 90 Scandia -- "Reminding one strongly of the ubiquitous DC-3, the Scandia is a cantilever low-wing monoplane of monocoque construction." (Flight 04/03/1937, 285)

cantilever mid-wing

-- Saab 35 -- "The wing is of the cantilever mid-wing monoplane type in double delta configuration." (Dorr/Francillon/Miller, 12)

low mid-wing

-- FFVS J 22 -- "So far as general design is concerned, the J 22 might be described as a low mid-wing type. Most of the advantages of having the wing on the fuselage sides instead of at the bottom are probably achieved, and by retracting the wheels into the fuselage sides at the wing junction it became possible to keep the thickness of the wing relatively small at the root. At the tips, however, the designers kept the wing thickness fairly great and cut off almost square, presumably in order to prevent tip-stalling at large angles of incidence." (Flight 08/26/1943, 222)

laminar-flow section

-- Saab 1001 -- "Experience gained from the SAAB-21R should prove useful in the design and construction of a new high-speed jet-propelled aircraft that is reported under development. This design, the SAAB-1001, will embody all the latest developments generally associated with high-speed flying, such as swept-back wings of laminar-flow section and is possibly a future contender for the world's air speed record. Flight trials are expected to begin towards the end of 1948, and the estimated maximum speed is in the region of 650 mph (1046 km/h). // (It is to be assumed that the 1001 will be powered by the de Havilland Ghost jet engine, which gives 5,000 lb static thrust and is only of 3in greater diameter than the Goblin.)" (Flight 04/03/1937, 285)

swept-back wings

-- Saab 29 -- "25-degree sweepback [and swept tail empennage (Kay, 229)]." (Flight 05/04/1950, 556); "Data on swept-back wings released from Germany at the end of the war ... [Saab 29 project] redesigned to have shoulder-mounted, swept-back wings, the leading edge sweep-back decreasing on its outer panels." (Kay, 229)

-- Saab 32 -- "35-degree swept-back wing and swept tail empennage." (Kay, 231)

-- Saab 35 -- "The leading edge sweepback angle on the inboard section [of the double-delta wing] is 80-degrees and on the outboard section 57-degrees. The thickness/chord ratio is 5%. The inboard section is of all-metal stressed-skin structure and consists of the outer wing assemblies and wing tips. The outer wing panels are removable for road transport, bringing down the aicraft width to 14.42 ft (4.40 m)." (Dorr/Francillon/Miller, 12)

double-delta wing

-- Saab 35 -- "Utilizing data gained from a small experimental double-delta aircraft, the Saab 210 (first flown 01/21/1952), [Saab J 35 Draken] was evolved with a unique double-delta wing, with 80-degrees sweep on the inboard sections and 57-degrees on the outboard panels, and a thickness/cord ratio of only 5 percent. Due to the long chord of this wing, there was still plenty of depth for the stowage of equipment. The long inboard sections of the wings had, at their front, oval plain air inlets to feed the single turbojet. There was a broad, swept-back vertical fin, a cockpit set well forward at the nose and a tricycle undercarriage. Liberal use was made of bonded honeycomb structure. In many technical respects, the aircraft was ahead of the world's fighters at that time. Items such as radar and the autopilot were of foreign origin and the initial armament comprised two 30mm Aden cannon in the inboard wings." (Kay, 231)

material/structure

-- Saab 29 -- "To save weight in the heavily loaded, but thin, wing, the possibility was investigated of employing a material superior to duralumin. The Saab technicians were aware of the improved 75S alloy produced in the U.S.A. but were uncertain whether delivery of such material could be made in time to meet their needs. The Svenska Metallverken, of Finspong, now came into the picture with a most valuable contribution -- sheet metal and section equivalent in strength to the original American product. But although this excellent material has been used in the most heavily loaded parts of the wing, the sheeting and extruded sections are of appreciably larger dimensions than hitherto customary." (Flight 05/04/1950, 558); "...the two-spar wing is a single-piece structure, attached to the fuselage by four bolts, and the automatic leading-edge slots are light-alloy castings." (Flight 05/04/1950, 558)

Control Surfaces

dive brakes

-- Saab 18 -- "Retractable, slotted-type dive brakes are fitted outboard of the engine nacelles, and these lie flush when retracted." (Flight 04/03/1937, 284)

air brakes

-- Saab 29 -- "Air brakes are normally fitted to the wing aft of the rear spar, but fuselage brakes have also been tested." (Flight 05/04/1950, 558)

square-cut fins and rudder

-- Saab 21R -- "The difference in the tail is immediately apparent [from the 21A], the fins and rudder being square-cut instead of the roughly oval shape of the early machine, and the tailplane and elevator are attached at the top of the fins. All the control surfaces are metal covered, and development has led to a great improvement in their operation. There has been a redesign of flaps, which on the 21R are in three large-area sections with an ingenious clip release, also to be found on the 21A, which permits the center flap to be dropped to give access above for servicing." (Flight 06/24/1948, 689)

tail surfaces

-- Hawker Hart -- Hawker characteristics described and pictured here

-- FFVS J 22 -- "The arrangement [of the tail] is slightly unusual in that the fin trailing edge and the stern post for the rudder are aft of the trailing edge of the elevators. That it is effective appears to be proved by the fact that the elevator control has been found to be powerful, although the elevators are aerodynamically balanced, partly by set-back hingest and partly by horn balances at the tips." (Flight 08/26/1943, 222)

tailplane incidence

-- Saab 29 -- "Tailplane incidence is varied electrically between the angles of +1 deg and -6 deg. The operating switch is on the pilot's control column and two different setting speeds are available, the lower being for high-speed trim, giving a change in setting of approximately 1 deg/sec. As a precaution the elevator has a mechanically operated trim-tab. Geared tabs are fitted to both the rudder and elevator." (Flight 05/04/1950, 558)

automatic slots

-- Saab 29 -- "For the attainment of lateral stability at take-off and landing, automatic slots were deemed necessary. These were interconnected with the flaps, but automatically locked in the retracted position when flaps themselves were retracted." (Flight 05/04/1950, 557)

hydraulic aileron system

-- Saab 29 -- "... servo control for the ailerons ... Saab engineers were somewhat uneasy as to how spring tabs would behave at the highest speed, since compression shocks across the wing were liable to occur sooner or later. A hydraulic system was eventually adopted." (Flight 05/04/1950, 558); "Two different aileron systems have been tested: (1) combined aileron and full-span flap, and (2) a conventional aileron/flap system. The first makes possible an extraordinarily high rate of roll at high speed (approximately 220 deg/sec) while (2) gives a more normal rate of about 120 deg/sec. Both systems employ hydraulic boost." (Flight 05/04/1950, 558)

hydraulically-boosted flight control system

-- Saab 210 -- "... the SAAB 210 was the first Swedish aircraft to fly with a fully hydraulically-boosted flight control system. Hydraulic actuators had been interfaced with the aircraft's elevon-type pitch and roll control surfaces to provide the pilot with a control system power-assist device." (Dorr/Francillon/Miller, 6)

powered controls

-- Saab 32 -- (Kay, 231)

braking parachute

-- Saab 35 -- (Kay, 231)

Fuselage

all-metal stressed skin

-- Saab 17

twin tail boom

-- Fokker G.I

-- Lockheed P-38 Lightning

-- De Havilland Vampire

-- Saab 21A

-- Saab 21R

tail boom

-- Saab 29 -- (Kay, 229)

glazed nose

-- Saab 18 (Flight 04/03/1937, 284)

bubble canopy

-- Saab 29 -- (Kay, 229)

-- Saab 32

pressurized cockpit

-- Saab 29 -- "The rotund fuselage had a pressurized cockpit set well forward in the nose ..." (Kay, 229); "Cabin pressurization is by Marshall blower ..." (Flight 05/04/1950, 558)

-- Saab 32

-- Saab 35 -- (Dorr/Francillon/Miller, 12)

bulletproof glass

-- FFVS J 22 -- "front windscreen panel was made of 60mm bulletproof glass." (source)

two-seat

-- Saab 17 -- (Kay, 228)

-- Saab 32 -- (Kay, 231)

catapult ejection gear

-- Saab 21 -- "Previous aircraft built to this layout have had the inherent disadvantage of being all but impossible for the pilot to escape from with safety in cases of emergency. The SAAB concern have surmounted this difficulty by fitting the SAAB-21 with gunpowder catapult ejection gear which throws the pilot and seat clear of the airscrew disc after detaching the canopy." (Flight 04/03/1937, 284)

-- Saab 23 -- "...the SAAB-23 was intended to use the catapult seat ejection gear similar to that installed in the SAAB-21 ..." (Flight 04/03/1937, 285)

ejection seat

-- Saab 21A -- "Both 21A and 21R fighters are fitted with ejector seats. It may not be generally known that the SAAB Company with the Swedish Air Force pioneered the ejector seat and have championed it since early war days, Swedish-designed equipment being installed in all their fighter aircraft." (Flight 06/24/1948, 690)

-- Saab 21R

-- Saab 29 -- (Kay, 229); "...the ejector seat is of Saab design, with three powder charges." (Flight 05/04/1950, 558)

-- Saab 35 -- "...equipped with an ejection seat of SAAB design. The SAAB 35X is specifically equipped with the fully automatic SAAB 73SE-F rocket-assisted seat and associated GQ parachute system. This unit is capable of safe emergency egress throughout most of the SAAB 35's envelope down to 62 mph (54 knots) at zero altitude." (Dorr/Francillon/Miller, 12)

wing-root radiators

-- Saab 21A -- "In place of the wing-root radiators of the 21A one finds smooth leading edges [for the 21R] and, inside, additional fuel tanks. The wing in general is cleaner and such items as cooling flaps are absent." (Flight 06/24/1948, 689)

air intake in the leading edge of the wing

-- FFVS J 22 -- "On the forward part of the fuselage there are no projecting air intakes and no oil coolers. These are installed in the leading edge of the wings, and it is reported that a good 'ramming' effect is obtained for the intake air." (Flight 08/26/1943, 222)

-- Saab 21 -- air intakes in the wing roots; cooling outlets built into underside of wing (source)

air intake in the nose

-- Saab 29 -- (Kay, 229)

air intakes flanking the fuselage

-- Saab 32 -- "The engine was fed by air from intakes flanking the fuselage, above the wings." (Kay, 231)

cross-section shape

-- FFVS J 22 -- "In cross-section the fuselage is egg-shaped. In the forward part the greatest width occurs at the level of the wing. As the tail is approached, however, the maximum width moves up, and at the tail it is on the level of the tailplane, which is set fairly high, thus providing a good anchorage for the tail." (Flight 08/26/1943, 222)

material/structure

-- FFVS J 22 -- "... of mixed construction, with an all-wood wing (except for the flaps and ailerons, which have a framework of spot-welded stainless steel and fabric covering) and a fuselage having a welded steel tube primary structure, covered with birch plywood. Fin and tailplane are of similar construction, and rudder and elevators are of spot-welded stainelss steel, fabric covered. They are provided with trimming tabs." (Flight 08/26/1943, 222)

-- Saab 29 -- "...the fuselage would have to be a somewhat complicated structure -- a mixture of stressed skin and heavy frames -- in order to fulfill requirements with regard to space, strength, rigidity and accessibility." (Flight 05/04/1950, 558); "... fuselage is built in three sections ... central air duct is integral and stress-bearing." (Flight 05/04/1950, 558)

tubular steel fuselage construction

-- Hawker Hart

-- FFVS J 22

Engine and Propellers

Armament

Undercarriage

Electronics

Edited by J311yfish, 05 July 2015 - 01:07 PM.

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NemesisStar #12 Posted 15 May 2014 - 02:25 AM

Senior Master Sergeant

Closed Beta Tester
3558 battles
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Member since:
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This has won you a groupie :p

Only the weak die, the rest of us go to Cuba to chill with Tupac,Elvis,Kurt and Micheal.

J311yfish #13 Posted 05 June 2014 - 01:30 PM

Second Lieutenant

Member
17867 battles
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[343]
Member since:
12-13-2013

Manufacturers

AB Götaverken

-- Gothenburg shipyard; planned aircraft production as complement to shipbuilding; three Hawker Harts built not delivered on time; "...Götaverken did not give up, but instead set up an inhouse aircraft engineering department headed by the talented Bo Lundberg, who had been working for Edmund Sparmann in Stockholm. For many years, the company also competed for Air Force contracts, the most impressive of which was a medium-sized bomber that was hoping to be given the same contract that Saab later won with the B 18. In the meantime, about 20 examples of American Rearvin Sportser tourer were license built as the GV-38." (Annerfalk, 53)

NOHAB (AB Nydqvist & Holm) in Trollhättan

-- locomotive manufacturer; established a subsidiary ~80km north of Gothenburg for the licensed production of Bristol Mercury engines. (Annerfalk, 53)

Sparmann Aircraft Company at Lilla Essingen in Stockholm. (Annerfalk, 53)

AB Flygindustri ('Aviation Works Ltd')

-- Junkers 'shadow factory' formed 01/1925 at former shipyard in Limhamn outside Malmö in southern Sweden. "A substantial part of the workforce came from Germany, together with aircraft in various stages of completion ... very different compared to Svenska Aero and got off to a really good start. Over a period of ten years, approximately 100 aircraft were delivered from Limhamn, with a peak in the late 20's. When Junkers reopened its full-scale production in Germany in the early 30's, the need for a shadow factory vanished ... [closed 1935 after loss of bomber contract]." (Annerfalk, 55)

SAAB (Svenska Aero AB) at Lidingö, east of Stockholm. (Annerfalk, 53)

-- "The founder of the company was Carls Clemens Bucker, a former German naval aviator ... [established initially as a 'shadow factory' for Heinkel] ... developed a number of aircraft of its own design, the best known probably being the J 5 / J 6 'Jaktfalk' ('Fighting Falcon'), ordered by the Swedish Air Force as well as Norway ... In 1930, Svenska Aero had been taken over by ASJA ... Svenska Aero had a very competent design department, headed by Sven Blomgren, and the engineers from Svenska Aero were a valuable addition to the ASJA engineering department, forming an embryo development department which proved very valuable a few years later when ASJA was remodelled (1937) and subsequently taken over by Saab (1939)." (Annerfalk, 53-54)

ASJA (AB Svenska Järnvägsverkstädernas Aeroplanavdelning) at Linköping

-- Raab-Katzenstein "Tigerschwalble" trainer (Sk 10) and B 4 Hawker Hart. (Annerfalk, 52-53)

Bofors

AFF

CVM (Centrala Verkstäderna) in Linköping at Malmen, ~10km from ASJA on the other side of the city

-- mostly licensed production of Fokker and Hawker aircraft. (Annerfalk, 53)

SFA (Svenska Flygmotor AB)

-- "During the war Lysholm became the chief designer of Svenska Flymotor AB (SFA). Based in its underground plant at Trollhättan, he continued to work on layouts of turbojets and turboprops, in collaboration with G.A. Dalhammar. One of these, designated the P/15-54, had a two-stage single-sided centrifugal compressor, an annular, reverse-flow combustion chamber and a four-stage axial turbine. The P/15-54 (R.201), of 1944 vintage, was built and tested post-war by SFA and was said to have delivered about 1,800kp (3,969 lb) of thrust. It had a specific fuel consumption of 0.95, a weight of 1,300kg (2,866 lb) and a diameter of about 0.91m (3 ft)." (Kay, 228)

-- "The post-war work of SFA centered around building British turbojets under license, namely the DH Goblin 3 (RM1) and Ghost (RM2B) and the Rolls-Royce Avon (RM6). The DH-built Goblin 2 engines of 1,406 kp (3,100 lb) thrust powered the 70 Vampire I jet fighters ordered in 1946 as well as initial prototypes of the J 21RA. The 1,500kp (3,300 lb) thrust Goblin 3 (RM1) powered the Swedish-built Vampire VII (similar to the RAF's Vampire 3) and the Saab J21RB production aircraft." (Kay, 228)

-- "As early as 1945 the Flygvapen Commander Bengt Nordenskjold had decided that all of its future fighters should be jet propelled. No doubt this view was encouraged by some knowledge of German and British jet fighters. This led to work by SFA on the turbojet with centrifugal compressor, while the experienced turbine manufacturer STAL developed a rival axial turbojet, the Skuten." (Kay, 228)

STAL (Svenska Turbinfabriks AB Lungström)

-- "The steam turbine company [STAL], not far from the SAAB plant at Linköping, began the development of turbojets immediately after the end of the war. In this it was encouraged, along with SFA, by the Flygstaben (Air Board). Each company was to produce rival experimental turbojets: the SFA produced a centrifugal engine but STAL designed an axial engine, designated the Skuten (named, like all its turbojets, after a nearby lake). It had an eight-stage compressor, can-type combustors and a single-stage axial turbine. The Skuten, which reached the stage of bench running in 1947, produced 1,450kp (3,200 lb) thrust, weighed 780kg (1,720 lb) and served as a research engine for the later Dovern. At that point, however, the Goblin became available for license manufacture and so attention switched to that task." (Kay, 229)

[more on the Dovern, Dovern II, and plans to use it in the Saab 32 -- see Saab 32 notes]

Locations

Engines

Saab 'Toss' Bombsight

Notes:

-- "The Swedish Air Force was one of the pioneers of dive-bombing, starting in 1934 using the Hawker Hart (B 4) and later the Northrop 8A-1 (B 5). The Air Force was also well aware of the limitations of dive-bombing, especially the bomber's vulnerability against anti-aircraft fire and fighters. Saab took a great interest in the problem and in the early 1940s two engineers, Erik Wilkenson and Torsten Faxén, solved the problem, which eventually resulted in the efficiency of the Swedish bomber/attack aircraft. In contrast to the steep - up to 90 degrees - dives used by the German Stukas, the new bombsight allowed shallow dive angles (20-30 degrees) and with automatic bomber separation during the pull-out. The bombsight, which was developed under strict secrecy, was a mechanical computer - one of the first of its kind in the world - using target-data input from the sighting phase. The sighting system permitted moderate altitudes to be used before the final diving phase thereby considerably reducing the time of exposure to anti-aircraft fire and fighter defence.
The first production 'toss' bombsight, the BT 2, went into the B 17. A later design, the BT 9, went into the B 18 and was also used in the A 21A. After the Second World War, new mixed mechanical/electronic versions were developed, sold to and even licence-produced in the United States. The BT 9 was also exported in sizable numbers to France, Denmark and Switzerland. The last Swedish aircraft to carry the BT 9C was the Saab 32 Lansen first introduced into service in 1955. Saab produced nearly 2,000 sights not including US licence production or 'pirate versions' produced there after the Swedish patents expired. The BT 9 represented Saab's first major equipment development program outside the traditional aircraft design area. The development of the first Saab pilot-ejector seat used in a production-type aircraft as early as 1943 was another contemporary technical milestone." (Andersson, 27-28)

-- "Dive-bombing became my [Erik Wilkenson] greatest interest from 1940 onwards. As a matter of fact we had a flying test model of our equipment as soon as nine months after the original idea, i.e. we flew and made test bombing in August 1940. From late 1942 all aircraft from Saab were equipped. It is true that we were very isolated from foreign developments in dive-bombing, not only during the hostilities but for a long period after 1945. A period of experimenting began in summer 1940, with the definite object of building a trial model of the bombing instrument. In a small laboratory which had been equipped for the purpose, we studied the possibilities of carrying out the various suggestions for the solution of the technical detail problems, and under Mr Faxén, the designing of the trial instruments began. Many difficulties were encountered. The rapid change of altitude and speed in the dive made great demands on the immediate reaction of the instrument. Various causes for time delays were therefore carefully studied, but only after producing a few interesting inventions of details did we obtain the basic conditions for achieving accuracy in spite of temperature changes, vibrations and external acceleration. From the outset the air tests proved that the fundamental idea was correct, namely, that the pilot could accurately and easily direct his aircraft towards the target in a medium-steep dive and that the pull-out from the dive could be made in the calculated manner. Until these preliminary tests had been made, it was of course impossible to determine whether this bombing method would be practicable. The functioning of the trial instrument was first checked by electric measuring devices and lamps, which registered the bomb-release during pull-out. When the results appeared favourable, the first releases of practice bombs were begun. The results showed well-concentrated hits, which promised well for the future." (Smith)

-- "An attack according to the new method would be as follows. The pilot dives the aeroplane straight toward the target, aiming by means of a fixed sight approximately in alignment with the direction of flight. He presses a button and begins the pull-out, i.e. recovery from the dive. An automatic instrument measures the various factors influencing the proper release and gives the impulse, which releases the bomb at just that moment in the pull-out when the aircraft attains the correct attitude for release. The pilot is the only person concerned in the process and it is easy for him to align the sight because it is approximately in the direction of flight toward the target, and then to end the dive with a sufficiently correct pull-out. The instrument can be designed to cope with wide variations of dive angle, height of release, speed, etc., which also facilitates operation for the pilot. The possibility of variation in the choice of elements of air is also advantageous from the point of view of tactics, as is also the fact that the time required for aiming can be very short, can be preceded by evasive manoeuvres, and is also automatically followed by an evasive movement, the pull-out. The curvature of the bomb trajectory is compensated by the change of direction of motion of the aircraft during the pull-out. The pilot's view forwards and downwards, which is very often limited by the structure of the aeroplane, does not need to be utilised for a movable sight line, and the pilot accordingly has a good field of view round all sides of the target at the moment of attack." (Smith)

Edited by J311yfish, 05 July 2015 - 12:42 PM.

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Sinonlight #14 Posted 06 June 2014 - 06:31 PM

Senior Master Sergeant

Alpha tester
207 battles
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Member since:
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Nice job on that.

"When you shoot at a destroyer and miss, it's like hit'in a wildcat in the a** with a banjo”
-Chief Officer Steward Dogan on the USS Gurnard

J311yfish #15 Posted 02 July 2014 - 02:57 PM

Second Lieutenant

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Member since:
12-13-2013

Alternates

-- such as imported aircraft that are disconnected from Saab's production of multirole aircraft, and emergency acquisitions to compensate for low production. Tiers approximated.

Tier III alternates

Gloster Gladiator (J 8) (01/1937 United Kingdom; 01/1940 Sweden)

Seversky-Republic EP-1 (J 9) and 2 P-A (B 6) -- (~1939)

Production

Airframe

Engine

Speed

Armament

Bombs

120 ordered, 60 delivered*

EP-1 (J 9)

III Pratt & Whitney Twin Wasp R-1830-9 950hp**

454 km/h*

2x7.9mm KSP M/22 (S) and

2x13.2mm AKAN M/39 (W)

None

52 ordered, 2 delivered*

2 P-A (B 6)

IV Pratt & Whitney Twin Wasp R-1830-S3C 1100hp

508 km/h**

2x7.9mm (S) and

1x7.9mm rear

see note

*manufacturing license included; order cut short due to embargo by United States. Seversky 2Pa in-game specs for U.S.A.

** Green claims S3C1-G engine (Green, 491)

Notes:

-- J 9 is the single-seat fighter variant; B 6 is the two-seat "bomber" variant [image] but was never outfitted as such (source), though up to 227kg of bombs could be mounted (Green, 524)

-- Sweden could not get modern fighters from Britain or Germany, so it turned to the United States; however, the United States prohibited the export of war material to Sweden on July 2, 1940 after doubts about whether Sweden was defensible [Denmark and Norway by this time had been overrun by Germany] (Andersson, 23-24)

-- Sweden had placed an order for 120 Seversky-Republic EP-1 (J 9) 's including license to manufacture, 52 Seversky-Republic 2 P-A (B 6)'s, 144 Vultee 38C fighters [P-66], 550 Pratt & Whitney engines, ammunition, machine tools, etc. but only 62 aircraft arrived. Sweden also negotiated for license to manufacture Twin Wasp and Double Wasp engines, but the deal was terminated by the United States. Sweden instead reverse-engineered the Twin Wasp from a DC-3 until more powerful engines could be developed (Andersson, 24) [the Vultee P-66's found their way instead to China]

-- the 50 2 P-A's [B 6's] that were to go to Sweden were instead kept by the United States and used as advanced trainers (source)

-- front / side / other side [see remarkable similarity to Reggiane Re.2000 at Tier IV below]; also fitted with skis (Annerfalk); image from Flight magazine

-- Seversky P-35 in detail

-- Seversky 2-PA also acquired by Japan; designated A8V.

-- Seversky P-35 for U.S.A. (in-game)

Fiat CR.42 (J 11) -- (05/1938 Italy; 04/1940 Sweden)

Fokker G.I

-- see here for now

Tier IV alternates

Reggiane Re.2000 (J 20) (05/1939 Italy; 1941+ Sweden)

Production

Airframe

Engine

Speed

Armament

Bombs

170 by Italy (05/1939+);

60 purchased and assembled in Sweden (1941+)

J 20

IV Piaggio P.XI RC 40D 1040hp @4000m

530 km/h

2x12.7mm (S)**

*(Green, 488-489)

**2x12.7mm "made by Breda in Milano" (source)

Notes:

-- details here.

-- first flight May 24,1939; 170 manufactured in Italy; 70 acquired by Hungary; 60 acquired by Sweden [emergency purchase due to threat of invasion]; Italy kept 25 (Green, 488-489)

-- shipped by rail through Germany to be assembled at Malmslätt, Sweden; entered service May 1941 (source)

-- "The Italian Longhi worked for several years at Seversky before he returned to Italy and took part in the design of the Reggiane Re.2000. This aircraft looked like a copy of the P-35 and 60 of the Re.2000 was bought by the RSAF in 1941. These aircraft were called J 20 in the RSAF and were allocated to wing F 10 at Bulltofta, Malmö." (Forslund, 20) [see remarkable similarity to Seversky-Republic EP-1 (J 9)] [side view / front view]

-- [essentially, when Sweden couldn't get fighters from the U.S. due to embargo, it turned to Italy to fill the same need] (Andersson, 23-24)

-- Flight magazine article from 1942 claims that the engine used by the Reggiane Re.2000 in Sweden is a Fiat A 80 R.C.41 engine of 1100hp. (Flight 08/27/1942, 237)

Engine relationship

-- an earlier version of the Rhône engine had already been produced in Sweden by Dr. Enoch Thulin, a test pilot that purchased the engine while training as a pilot in France. After return to Sweden, his team managed to reverse-engineer it (~1914) and improved its performance from 90hp to 135hp. [used in Thulin NA biplane, top speed 215 km/h]. The engine became the backbone of the the Thulin company. Other engine prototypes were developed of similar design, 160hp, 260hp, and they are on display at the Sweden Technical Museum. Dr. Thulin died in a flying accident in 1919 and orders from the Thulin company were stopped. (Andersson, 9-10)

-- the Piaggio P.XI was a licensed derivative of the Gnome-Rhône Mistral Major, which was in turn a licensed derivative of the Bristol Jupiter; Bristol Jupiter was used by the Swedish for their Jaktfalken (Tier I), which is the precursor of the Bristol Mercury; Bristol Mercury was licensed for production in Sweden by NOHAB in Trollhättan (same location as Saab) (Wikipedia) [in other words they are cousins]

-- "Sweden was no newcomer to aircraft and aero-engine construction. AB Enoch Thulins Aeroplanfabrik (AERA) at Landskrona was the biggest aircraft and aero-engine manufacturer of any neutral country during the 1914-1918 war. It made the French Le Rhone air-cooled rotary, mostly for export, and in 1919 designed and built its own water-cooled engine." (Olson, 50)

-- [same Piaggio engine adapted for Saab 17C dive bomber]

Vultee Vanguard

-- see here for now

Tier V alternates

Tier VI alternates

Tier VIII alternates

Saab L-27 (J 27) --

Saab RX 1 and RX 2

Saab R 101

De Havilland Vampire (J 28 / A 28) --

Saab R 1001

Tier IX/X alternates

Omitted

Edited by J311yfish, 10 October 2016 - 03:50 PM.

Tech tree projects: JAPAN / United Kingdom / Sweden / Finland (skins) / Italy / France / Poland / China / Brazil / United States // Roadmap

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blockhaj2 #16 Posted 14 August 2014 - 10:59 PM

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Content Removed. Non World of Tanks related solicitation (includes Avatars and Signatures). Mentioning and discussing other games.

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J311yfish #17 Posted 14 August 2014 - 11:20 PM

Second Lieutenant

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I appreciate your sharing a tree, but from a technological development standpoint it doesn't make sense.

Edited by J311yfish, 22 September 2014 - 05:19 PM.

Tech tree projects: JAPAN / United Kingdom / Sweden / Finland (skins) / Italy / France / Poland / China / Brazil / United States // Roadmap

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Scratchy2 #18 Posted 21 August 2014 - 06:21 AM

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I am currently working on a 3d model for the saab j21a for the other free flight game([Content Removed. Mentioning and discussing other games.]). If you have any technical documents or designs/drawings of the j21a, I would appreciate if you posted them.

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J311yfish #19 Posted 21 August 2014 - 11:45 AM

Second Lieutenant

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Scratchy2, on 21 August 2014 - 07:21 AM, said:

I am currently working on a 3d model for the saab j21a for the other free flight game(arWe underThe). If you have any technical documents or designs/drawings of the j21a, I would appreciate if you posted them.

If you are prepared to compensate me with Wargaming gold this conversation might go further.

Tech tree projects: JAPAN / United Kingdom / Sweden / Finland (skins) / Italy / France / Poland / China / Brazil / United States // Roadmap

Map proposals: Panama Canal / Great Wall of China / Cliffs of Dover // Clan: 343 Kokutai // Tutorial: How to ignore forum posts and signatures

GarlicPudding #20 Posted 22 September 2014 - 04:40 PM

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Member since:
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I'd pay good money for this to be a reality--the uniqueness alone of having a roster for Swedish aircraft is a great draw.

Plus, I have a..."thing" for pusher-driven planes, so the Saab 21 is a warbird I'd LOVE to have in the game.

Hope this project is still alive!

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Production*	Airframe	Engine	Speed	Armament	Bombs
37	J8 (Mk. I)	III Bristol Mercury VI S2 645hp		2x8mm (S) 2x8mm (W)	yes
18	J8A (Mk. II)	III Bristol Mercury VIII S3 840hp	414 km/h @ 4450m	2x8mm (S) 2x8mm (W)	yes

[spoiler] what the Swedish tech tree could look like

J311yfish #1 Posted 03 May 2014 - 09:35 PM

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J311yfish #6 Posted 03 May 2014 - 09:38 PM

J311yfish #7 Posted 03 May 2014 - 09:40 PM

J311yfish #8 Posted 03 May 2014 - 09:41 PM

J311yfish #9 Posted 03 May 2014 - 09:41 PM

J311yfish #10 Posted 06 May 2014 - 05:48 PM

J311yfish #11 Posted 09 May 2014 - 10:18 PM

NemesisStar #12 Posted 15 May 2014 - 02:25 AM

J311yfish #13 Posted 05 June 2014 - 01:30 PM

Sinonlight #14 Posted 06 June 2014 - 06:31 PM

J311yfish #15 Posted 02 July 2014 - 02:57 PM

blockhaj2 #16 Posted 14 August 2014 - 10:59 PM

J311yfish #17 Posted 14 August 2014 - 11:20 PM

Scratchy2 #18 Posted 21 August 2014 - 06:21 AM

J311yfish #19 Posted 21 August 2014 - 11:45 AM

GarlicPudding #20 Posted 22 September 2014 - 04:40 PM

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