Not long after it had given a go-ahead for development and production of the Saab-32, the Swedish air force began to draw up its specification for a new single-seat fighter that would be able to intercept bombers flying in the transonic speed range. The new type was obviously going to need supersonic speed capability (at a time when only the Bell X-1 research aircraft was able to demonstrate such performance), an unprecedented rate of climb, above, average range and endurance, and a considerable weapon load. To 'add icing to the cake', it was required to have STOL (short take-off and landing) characteristics to allow for its deployment from a variety of dispersed sites.

Saab began work on this requirement in August 1949, selecting a wing of double-delta configuration that promised great structural integrity with low weight and which, if it performed satisfactorily, would provide the volume needed for the equipment, fuel and weapons demanded by its primary role. The capability of such a wing was confirmed by wind tunnel testing of models and by the Saab-210 small-scale research aircraft, powered by a 476kg thrust Armstrong Siddeley Adder turbojet. First flown on 21 February 1952, the Saab-210 confirmed that there were no particular problems in the handling of the double-delta wing, and following inspection of a wooden mock-up the company received an order for three Saab-35 prototypes. Features of the design included fully-powered controls, a combination of bag and integral fuel tanks, and retractable tricycle landing gear complemented by two retractable tail wheels, an arrangement permitting a tail-down landing to gain the full aerodynamic braking effect of the wing. Such a landing, combined with the use of a braking parachute, makes possible a landing run as short as 610m.

The first of the prototypes was flown on 25 October 1955, the other two in early 1956, all three of them powered by Rolls-Royce Avon turbojets with afterburners. The type was ordered into production during 1956, and the first series-built J 35A Draken (dragon) was flown on 15 February 1958, this being powered by a Flygmotor RM6B turbojet, a licence-built version of the Rolls-Royce Avon. Entry into service began in March 1960, initially with Flygflottilj 13 at Norrkoping, and production for the Flygvapen totalled approximately 525 aircraft in all versions. Sixty J 35J and 12 Sk 35C two-seat trainers remain in service with F10's four squadrons at Angelholm, in southern Sweden. Serving as pure interceptors, the J 35J 'Johanns' will be retained until 1995 at least.

Saab also developed the Draken for export, under the designation Saab-35X, with increased fuel capacity and a higher gross weight to allow the carriage of heavier external loads. The first customer was Denmark, receiving aircraft known as the A 35XD (similar to the Swedish J 35F), but becoming the F-35 once in service with the Kongelige Danske Flyvevabnet (Danish air force). The RF 35 (Saab S 35XD) is a variant of the Swedish S 35E photo-reconnaissance Draken, no longer in service. Eventually 11 Sk 35XD (TF-35) two-seat trainers were also delivered. Denmark's last Draken squadron, operating all three versions of the aircraft, is slated for disbandment at the end of 1993.

The second export customer was Finland which received 12 J 35XS (Swedish J 35F-2) fighters, five J 35CS (Swedish Sk 35C) trainers and finally 24 J 35FS zero-timed ex-Flygvapnet J 35F single-seaters. A single unit, 'Lapland Wing', flies the aircraft today.

Austria became the fourth Draken operator with the delivery of its aircraft in the mid-1980s. Twenty-three J 35Os (Swedish J 35Ds) serve as the nation's primary air defence fighter.

Now virtually replaced in Swedish service by the Saab 37 Viggen, a total of 606 Drakens was built. Saab achievement in building Europe's first supersonic combat aircraft (and one capable of Mach 2 at that) remains undiminished, with only governmental restrictions impeding wider sales.

3-View

A three-view drawing of Saab J 35F Draken (800 x 720)