Saab Ja-37 Viggen Performance Assessment: John Mciver B.Eng. (Aero) Temporal Images

SAAB JA-37 Viggen
Performance Assessment
Prepared by
John McIver B.Eng.(Aero)
Temporal Images
5th August 2003 http://www.temporal.com.au

SAAB JA-37 Viggen Performance Assessment
1. Overview
The SAAB JA-37 Viggen is a Swedish single seat multi-role fighter. The aircraft is a delta wing design with a canard. Viggen
is Swedish for "Thunderbolt". The aircraft has been built in several versions, as follows;
AJ-37 single seat all weather attack

JA-37 single seat air defence
SF-37 single seat armed photo reconnaissance
SH-37 single seat armed sea surveillance
SK-37 dual seat conversion trainer
The first flight of the AJ-37 (attack) version was on the 2nd of February, 1967. For the JA-37 (air defence) version, the
prototype first flew in June 1974, followed by the first production prototype on the 15th of December 1975, and the first
production JA-37 on the 4th of November 1977.
This document is intended to record all the known, freely available weight and dimensional data about the Viggen, then use
this information to produce a performance estimate for the aircraft.
2. Dimensions
The following figures represent the best data available for the leading dimensions of the aircraft. Note that most dimensions
and weights are provided in metric units, then converted to imperial units.
Wing Span 10.60 metres 34 feet 9.25 inches

Foreplane Span 5.45 metres 17 feet 10.5 inches
Main Wing Aspect Ratio 2.45
Length 15.45 metres 50 feet 8.25 inches (AJ, excluding probe)

Length 16.30 metres 53 feet 5.75 inches (AJ, including probe)
Length 15.58 metres 51 feet 1.5 inches (JA, excluding probe)

Length 16.40 metres 53 feet 9.75 inches (JA, including probe)
Height 5.90 metres 19 feet 4.25 inches

Height 4.00 metres 13 feet 1.5 inches (fin folded)
www.temporal.com.au Page 1
Total Lifting Area 52.20 square metres 561.88 sq.ft (including foreplanes)
Gross Wing Area 46.00 square metres 495.16 sq.ft (wing alone)
Foreplane Area 6.20 square metres 66.74 sq.ft (nett)
Note: the gross wing area is the area of the main wing, including that portion which carries across the fuselage. The foreplane
area is the area of the lifting surfaces, not including the portion which carries through the fuselage. The "total wing area"
defined in some areas is the sum of the gross wing area and nett foreplane area, and can be misleading.
3. Weights
Only limited weight data (in metric units) has been provided for the aircraft. The following is my best estimate for the actual
weights of the aircraft and its component parts.
Empty Weight 12,200 kg 26,895 lbs (approx)

Normal Loaded 16,800 kg 37,040 lbs (carrying four AAM)
Max Takeoff 22,500 kg 49,600 lbs
Up to 6,000 kg (13,227 lbs) of ordnance can be carried externally.
Takeoff weight 15,000 kg 33,070 lbs (clean)

Takeoff weight 17,000 kg 37,478 lbs (normal armament)
The cannon has 150 rounds, at 0.36 kg (0.79 lbs) per round for a total weight of 54 kg.
Weight of Rb-71 (Skyflash) Missile 193 kg 425 lbs

Weight of Rb-24 (AIM-9L) Missile 85.3 kg 188 lbs
Avionics weight 600 kg 1323 lbs
Pilot weight is assumed to be 100 kg
Internal fuel 5700 litres 1506 US gal 4440 kg 9789 lbs

External tank 1275 litres 337 US gal 993 kg 2190 lbs (estimated)
(tank weight without fuel = 100 kg - estimated)
Engine Weight 2100 kg 4630 lbs RM-8A

2250 kg 4960 lbs RM-8B
Weight Breakdown
Assuming the figure of 12,200 kg for a clean, empty aircraft is approximately correct, we can now check one of the other
weights to see if it corresponds. An empty aircraft is the condition of the aircraft being fully equipped but with no fuel,
pilot or external stores. We have a value for a normal loaded aircraft, which gives us a weight of 17,000 kg when fitted with
4 air-to-air missiles. If we add weights for a pilot and full internal fuel, plus four Rb-24 missiles (AIM-9L), we get the
following;
Clean A/C 12,200 kg (includes 150 rounds for gun)

Pilot 100 kg
Fuel (100% internal) 4440 kg (at 6.5 lbs/US gallon)
4 x Aim-9L 342 kg
-----------
Total 17,082 kg
-----------
This corresponds approximately to the weight expected. So we can now propose a weight breakdown for the aircraft and its
component parts.
Clean A/C 12,200 kg (54 kg for 150 rounds for gun)

(600 kg for avionics)
(2250 kg for engine)
Pilot 100 kg
Fuel (100% internal) 4440 kg (at 6.5 lbs/US gallon)
Rb-24 (AIM-9L) 85.3 kg
Rb-71 (Skyflash) 193 kg
External Tank 100 kg (empty)
External Tank 993 kg (full)
4. Ordnance
The aircraft is typically configured to have up to seven (7) external pylons. These are located as follows (with estimated
load limits at each location);
1 x centreline pylon 2000 kg 4410 lbs

2 x fuselage edge pylons 500 kg 1102 lbs
2 x inner wing pylons 1000 kg 2205 lbs
2 x outer wing pylons 500 kg 1102 lbs
A typical air defence loading would include 2 x Rb 72 Skyflash and 2 or 4 x Rb 24 Sidewinder (AIM-9L) missiles. The aircraft
is fitted with a single 30 mm Oerlikon KCA cannon. This has 150 rounds available.
5. Engine
The aircraft is fitted with a Volvo Flygmotor RM-8 turbofan engine. This is based on the Pratt & Whitney JT-8D-22 engine, with
a Volvo designed afterburner fitted. The engine has two versions. The RM-8A is fitted to all except the JA version of the
aircraft. The JA is fitted with the RM-8B engine; a slightly more powerful version of the engine.
Thrust
RM-8A 25,970 lbst 11790 kg max reheat

14,750 lbst 6690 kg max dry
RM-8B 28,110 lbst 12750 kg max reheat

16,200 lbst 7350 kg max dry
Fuel Consumption
RM-8A 2.47 lb/hr/lbst 70.0 mg/Ns max reheat

0.63 lb/hr/lbst 17.8 mg/Ns max dry
0.61 lb/hr/lbst 17.3 mg/Ns max continuous
RM-8B 2.52 lb/hr/lbst 71.4 mg/Ns max reheat

0.64 lb/hr/lbst 18.1 mg/Ns max dry
0.61 lb/hr/lbst 17.3 mg/Ns max continuous
Dimensions
Length 6.17 metres RM-8A

6.24 metres RM-8B
Max Diameter 1.397 metres 55 inches
Inlet Diameter 1.030 metres 40.55 inches
Max Mass Flowrate 145 kg/sec

Bypass Ratio 1.10
Max Pressure Ratio 16.5
Pratt & Whitney JT-8D-7 Turbofan
For comparison purposes the key performance data for the JT-8 engine are provided here. This is a non-afterburning engine.
6350 kg nett thrust - takeoff - sea level static

1540 kg nett thrust - cruise - Mach 0.80 at 11,000 metres
Cruise sfc 0.81 kg/kg/hour

Bypass Ratio 1.10
Air Flow 141 kg/sec at sea level static conditions
Pressure Ratio 15.8
Internal Diameter 0.108 metres
Length 3.75 metres
Dry Weight 1431 kg
No of Spools 2
6. Performance
The following performance and mission profile data is the best estimate from the various sources of data found.
Max Speed at Seal Level (4 x AAM) 838 mph 1350 kmh Mach 1.10
Max Speed at 11,000 metres 1365 mph 2195 kmh Mach 2.1 (at 36,090 ft)
Approach Speed 119 knots 137 mph 220 kmh
Service Ceiling 60,000 feet

Initial Climb 40,000 fpm (approx)
Time to 32,810 feet (10,000 m) 1.4 minutes (at max afterburner)
Mission Profiles
Ferry range 2000 km (2250 km with Jet-A fuel)
Tactical Radius
- intercept mission 250 miles 400 km

- hi-lo-hi profile 621 miles (with unspecified external stores)
- lo-lo-lo profile 311 miles (with unspecified external stores)
For external load of 4 x 1000 lbs (454 kg) bombs and fuel
Tactical Radius
- hi-lo-hi profile 782 miles

- lo-lo-lo profile 532 miles
7. Take-Off
The aircraft was initially designed to operate from narrow 500 m long runways (1640 feet). Tha actual take-off run is
approximately 400 metres (1310 feet). The key points in the aircraft take-off are as follows;
Afterburner is selected then the wheel brakes are released.
The aircraft accelerates to a rotation speed of 135 knots (250 kmh).
About 600 metres of runway is used to get airborne.
After lift-off the undercarriage is retracted and the aircraft accelerates at a 2 to 3 degree climb angle
to 367 knots (680 kmh).
Below 190 knots (350 kmh) the aircraft is very sensitive in roll.
Afterburner is cut out at 270 knots (500 kmh) due primarily to noise abatement requirements.
Exceeding 30 degrees angle of attack results in some loss of yaw stability.
Over 30 degrees AOA the aircraft will enter into a "super stall", but is easily recoverable.
There is little natural pre-stall warning, with low buffet levels.
8. Landing
Landing Run approx 500 m
Landing Speed 220 kmh
The undercarriage is lowered.
The thrust reverser is pre-selected to activate immediately after landing.
The approach is steep.
The aircraft attitude is 15 degrees nose up.
The speed is controlled by the autopilot.
The aircraft crosses the runway threshold at 130 knots (240 kmh).
Touchdown with a no-flare landing at 97 knots (180 kmh).
Touchdown is about 45 metres (150 feet) beyond the runway threshold.
The undercarriage is designed for a landing sink rate of 16 feet/sec (5 m/s).
9. References
Jane's All the World's Aircraft 1985-86
Modern Combat Aircraft Design

by Klaus Huenecke
Airlife Publishing Ltd 1987
The Illustrated Encyclopedia of the World's Modern Military Aircraft

by Bill Gunston
Salamander Books Ltd 1977
The New Observer's Book of Aircraft

by William Green
Frederick Warne & Co 1986
Modern Air Combat

by Bill Gunston and Mike Spick
Salamander Books Ltd 1983
Attack Aircraft
by Roy Braybrook
Haynes Publishing Group 1990
World Aircraft Information File - Issue 47

Aerospace Publishing Ltd 1998
Air International - Volume 56 No 2

Key Publishing Ltd February 1999
Aeronautical Vest Pocket Handbook

Pratt & Whitney June 1978
10. Conversion Factors
The following conversion factors between metric and Imperial units were used at various places in this document.
3.281 feet = 1.0 metre

10.76 square feet = 1.0 square metres
2.205 pounds = 1.0 kilogram
3.785 litres = 1.0 US gallon
4.545 litres = 1.0 Imperial Gallon
1 knot = 6080 feet per second
1 mile per hour = 5280 feet per second
1.097 feet per second = 1.0 kilometre per hour
11. Liquid Weights

The following liquid densities were used to determine the fuel weights for the aircraft.
JP-1 6.65 lbs/US gal

Jet-A 6.74 lbs/US gal
Gasoline 5.87 lbs/US gal
Water 8.345 lbs/US gal
Appendix A: Calculated Aircraft Dimensions
The following dimensions and areas have been determined by scanning a 3-view drawing of the Viggen, then importing it into a
CAD program, scaling it appropriately and measuring the specific values shown here. Many of these values will be required for
a theoretical drag estimation of the aircraft and other aspects of the performance assessment.
No specific wing section data has been found so the values shown are estimates only, based on standard design assumptions.
Wing
Approximately 4% thick, with maximum thickness at 40% of chord.
Root Chord 24.9 feet Tip Chord 1.8 feet Taper Ratio 0.07
Sweep of Quarter Chord Line 42 degrees

Wing Semi-Span 17.5 feet
Wing Span 35.0 feet
Gross Wing Area 522 square feet
Foreplane

Panel Span 5.3 feet
Panel Area 35.0 square feet
Geometric Aspect Ratio 0.80
Vertical Fin

Span 9.0 feet
Area 68.7 square feet
Geometric Aspect Ratio 1.20
Fuselage
Length 50.0 feet Width 8.25 feet Height 7.0 feet
Frontal Area 42 square feet

Surface Area 880 square feet
Appendix B: Calculated Aerodynamic Data
Calculation of Maximum Lift Coefficient
It is possible to make an estimate of the maximum lift coefficient for the aircraft. Available data states the aircraft
approach speed is 119 knots, which will be a speed just above the stall speed of the aircraft.
Assuming 119 knots is the aircraft stall speed, we know the wing area and air density, and can approximate the aircraft weight,
and so find the lift coefficient for this condition.
We will assume the atmospheric conditions are for sea level and standard ISA conditions. This gives an air mass density of
0.002378 slugs per cubic foot. Also, 119 knots is equal to 201 feet per second.
We have a gross wing area of 562 square feet. Because the aircraft is of canard configuration, the foreplanes generate lift
as well as the main wing, so both contribute to the total aircraft lift.
We will assume a standard weight condition for the aircraft for all subsequent analysis. Much of the tactical radius data
obtained is for an aircraft in an air defence configuration, carrying 4 air to air missiles. We will assume this is for two
short range ((AIM-9L) and two long range (SkyFlash) missiles. It is also normal practice to assume a 50% fuel load for
performance analysis such as this, so we will assume a 50% internal fuel load and no external fuel.
This then gives a weight of 33,244 pounds (15,077 kilograms).
Clean A/C 12,200 kg

Pilot 100 kg
Fuel (50% internal) 2220 kg
2 x SkyFlash 386 kg
2 x Aim-9L 171 kg
-----------
Total 15,077 kg 33,244 pounds
-----------
CL = (2 x Weight) / (rho x area x velocity x velocity)

CL = (2 x 33,244) / (0.002378 x 562 x 201 x 201)
CL = 1.23
In practice the actual lift coefficient will be probably be somewhere between 1.25 and 1.30 but a value of 1.23 (based on a
reference wing area of 562 square feet) is a safe value for controlled flight at a minimum speed.
Appendix C: Performance Analysis
Based on the data presented here, a performance estimate for the Viggen has been prepared. This was generated using the suite
of computer programs produced by Mr Sidney A Powers, called "BASIC Aircraft Performance" (Kern International, Inc. Copyright
1984).
This suit of programs includes routines to predict aircraft drag, format engine data and determine various aircraft
performance parameters, including mission analysis and flight performance at varying altitudes.
DRAG ESTIMATE
These routines were used to iteratively obtain a likely drag for the Viggen aircraft, then to determine other data, including
flight envelopes at various load factors, turning performance and mission performance for varying stores configurations.
In obtaining a drag estimate for the aircraft it is always necessary to define this in relation to the aircraft's engine
performance. The engine performance (thrust and fuel flow, and their variation with speed and altitude) was estimated based
on the best data available, but cannot be guaranteed to truly represent the Viggen engine. So the drag data presented is that
which corresponds to the engine data used here. If another engine computer model is used to generate engine performance then
the drag values may need to be adjusted to suit.
Drag is presented in the typical way for computer analysis, as a profile drag coefficient and a wing spanwise efficiency
factor. Together these will define the drag polar for the aircraft. These values have been provided at a range of aircraft
speeds, to allow for the relative effects of subsonic, transonic and supersonic flow. That is,
CDo = Profile Drag Coefficient

CDi = Induced Drag Coefficient
CD = Total Drag Coefficient
e = Spanwise Efficiency Factor
CL = Lift Coefficient
AR = Wing Aspect Ratio
Pi = 3.14159
CD = CDo + CDi
where CDi = (CL x CL) / (Pi x AR x e)
Initially a set of drag coefficients was obtained using one of the routines provided in the "BASIC Aircraft Performance" suite.
Prior use of this program had indicated it provided only a very approximately correct value, and then only at lower speeds.
Using this as a starting point these drag data were revised using an iterative procedure. The drag values would be used to
generate a flight envelope, then this envelope would be compared with the quoted aircraft performance (stall speed, maximum
speed at low level, maximum speed at altitude and service ceiling). The drag data would then be adjusted as required to better
match the known performance of the aircraft.
Table 1 shows the geometric data input into the analysis program, and used to obtain the initial drag estimate for the
aircraft. Table 2 shows the final drag data obtained after interation, and used for the final performance assessments. Table
3 shows the typical output for one velocity for the "BASIC Aircraft Performance" drag prediction routine, while Table 4 shows
the engine data which was used for this analysis.
Figure 1 shows the estimated variation of the aircraft profile drag coefficient with speed, while Figure 2 shows the
corresponding wing spanwise efficiency factor and its variation with speed.
Table 1 FILE: CF)VIGGN

IDENTIFIER: SAAB JA-37 VIGGEN
BASIC DATA========================================
ZERO FUEL WEIGHT = 27120
FUEL WEIGHT = 9790
NUMBER OF ENGINES = 1
THRUST MULTIPLIER = 1
FUEL FLOW MULTIPLIER = 1
CL(MAX) = 1.25
WING==============================================
THEORETICAL AREA = 495.16
ASPECT RATIO = 2.45
TAPER RATIO = 0.07
SWEEP OF X/C = 42.0
X/C = 0.25
(T/C)MAX = 0.04
X/C LOC OF (T/C)MAX = 0.4
AIRFOIL RN/C = 1.76304E-03
HORIZONTAL TAIL===FLAPPED=========================
EXPOSED AREA = 70.0
EXPOSED ASPECT RATIO = 0.8
EXPOSED TAPER RATIO = 0.2
SWEEP OF X/C = 50.0
X/C = 0.25
(T/C)MAX = 0.06
VERTICAL TAIL===SINGLE/FLAPPED====================
SINGLE FIN AREA = 68.7
GEOMETRIC ASPECT RATIO = 1.20
EXPOSED TAPER RATIO = 0.12
SWEEP OF X/C = 43.0
X/C = 0.25
(T/C)MAX = 0.05
FUSELAGE==========================================
WETTED AREA = 880
LENGTH = 50.0
WIDTH = 8.25
HEIGHT = 7.0
MISCELLANEOUS=====================================
DELTA CD0 = 0.02
DELTA F = 0.0
MISC FACTOR = 0.25
Table 2 FILE : DG)VIGGN

IDENTIFIER : SAAB JA-37 VIGGEN
********** REVIEW DRAG TABLE **********
MACH NO. CD0

0.400 0.01770
0.600 0.01770
0.800 0.01770
0.900 0.02150
0.950 0.03140
1.000 0.04130
1.050 0.04420
1.100 0.04500
1.200 0.04450
1.400 0.04290
1.600 0.04290
1.800 0.04290
2.000 0.04290
2.200 0.04290
******** REVIEW WING E TABLE *********
MACH NO. WING E

0.400 0.764
0.600 0.764
0.800 0.764
0.900 0.764
0.950 0.757
1.000 0.695
1.050 0.642
1.100 0.597
1.200 0.526
1.400 0.450
1.600 0.400
1.800 0.361
2.000 0.329
2.200 0.301
Table 3 FILE: DG)TEST

SAAB JA-37 VIGGEN
SUBSONIC ZERO-LIFT DRAG

M = 0.600
ALT = 0
RN/FT = 4.26E+06
REFERENCE WING AREA = 495.2
FORM INTERF
COMPONENT SWET LENGTH RN FACTOR CF FACTOR CDW CD0 F
--------- ------- ------ -------- ----- ------- ------ ------- ------- -----
WING 609.2 13.91 5.93E+07 1.048 0.00217 1.143 0.00000 0.00319 1.580
HORIZONTAL 143.2 10.74 4.58E+07 1.073 0.00225 1.351 0.00000 0.00094 0.467
VERTICAL 140.0 9.12 3.89E+07 1.060 0.00231 1.340 0.00000 0.00093 0.459
FUSELAGE 880.0 50.00 2.13E+08 1.227 0.00181 1.015 0.00000 0.00400 1.980
MISC. 0.0 0.00 0.00E+00 0.000 0.00000 0.000 0.00000 0.00866 4.290
------ ------- -----
TOTAL 1,772.3 0.01772 8.776
CFE = 0.00495
SPAN EFFICIENCY FACTOR = 0.915
Table 4 FILE :FN)RM8B
IDENTIFIER :VOLVO FLYGMOTOR RM-8B TURBOFAN
NO OF ALTITUDES : 7
ALTITUDE : 0 FEET
MACH THRUST FUEL FLOW
---- ------ ---------
0.000 22,650 57,078
14,164 9,065
8,758 5,342
0.400 24,414 61,523

12,657 8,100
7,474 4,559
0.800 28,836 72,666

11,311 7,239
6,174 3,766
0.900 30,827 77,684

10,988 7,032
5,676 3,462
1.000 32,421 81,700

10,090 6,458
4,125 2,516
1.100 45,740 115,265

8,456 5,412
1,435 875
1.200 37,268 93,915

6,398 4,095
0 0
ALTITUDE : 10,000 FEET

---- ------ ---------
0.400 19,435 48,976
8,725 5,584
5,154 3,144
0.600 21,123 53,230

8,864 5,673
5,140 3,135
0.800 23,740 59,825
9,120 5,837
5,120 3,123
0.900 25,187 63,471

9,224 5,903
4,989 3,043
1.000 26,582 66,987

9,080 5,811
4,281 2,611
1.200 28,190 71,039

7,243 4,636
458 279
1.600 39,792 100,276

0 0

---- ------ ---------
0.400 14,106 35,547
5,913 3,784
3,420 2,086
0.600 15,616 39,352

6,017 3,851
3,484 2,125
0.800 18,050 45,486

6,503 4,162
3,715 2,266
0.900 19,367 48,805

6,861 4,391
3,773 2,302
1.000 20,608 51,932

6,966 4,458
3,479 2,122
1.200 23,932 60,308

6,331 4,052
1,726 1,053
1.800 41,742 %105,190
0 0

---- ------ ---------
0.400 9,040 22,781
3,971 2,541
2,283 1,393
0.800 12,550 31,626

4,408 2,821
2,476 1,510
0.900 13,709 34,547

4,651 2,977
2,562 1,563
1.000 14,880 37,497

4,610 2,950
2,301 1,404
1.200 18,162 45,768

5,173 3,311
1,821 1,111
1.800 30,458 76,754

0 0
2.200 38,404 96,778

0 0

---- ------ ---------
0.600 6,404 16,138
2,733 1,749
1,631 995
0.800 7,521 18,953

3,046 1,949
1,747 1,066
0.900 8,133 20,495

3,151 2,017
1,744 1,064
1.000 8,953 22,561
3,097 1,982
1,578 963
1.200 12,054 30,376

3,163 2,024
1,066 650
2.000 24,957 62,891

0 0
2.400 31,360 79,027

0 0

---- ------ ---------
0.700 4,570 11,516
0 0
0.900 5,273 13,288

0 0
1.000 5,865 14,780

0 0
1.200 6,990 17,615

0 0
1.600 11,313 28,508

0 0
2.000 14,928 37,618

0 0
2.600 16,968 42,759

0 0

---- ------ ---------
0.800 3,590 9,047
0 0
1.000 3,890 9,803
0 0
1.200 4,495 11,327

0 0
1.400 4,818 12,141

0 0
1.600 5,500 13,860

0 0
2.000 7,468 18,819

0 0
2.200 8,820 22,226

0 0
PERFORMANCE ESTIMATE
Once a specific set of drag and thrust data has been defined, for a particular aircraft geometric configuration, it is possible
to determine the aircraft's performance. The most useful initial performance data is the aircraft flight envelope. For the
Viggen. this has been estimated for a number of load factors. Table 5 shows the flight envelope data generated by the
performance analysis program, while Figure 3 presents the flight envelope in a graphical form. The flight envelope
approximates to the published performance values for the aircraft in terms of maximum speeds, stall speed and expected service
ceiling.
Table 5 FLIGHT ENVELOPE
CONFIGURATION FILE : CF)VIGGN
AIRCRAFT : SAAB JA-37 VIGGEN

ENGINE : VOLVO FLYGMOTOR RM-8B TURBOFAN
NO OF ENGINES : 1
S(REF) : 495.16
ASPECT RATIO : 2.45
AIRCRAFT WEIGHT: 32015
PERCENT FUEL : 50
LOAD FACTOR = 1
<-----MINIMUM-----> <-----MAXIMUM----->
ALTITUDE M KTAS KEAS M KTAS KEAS
-------- ----- ----- ----- ----- ----- -----
0 0.187 124 124 1.136 752 752
5,000 0.205 133 124 1.123 730 678
10,000 0.225 144 124 1.091 696 599
15,000 0.249 156 124 1.173 735 583
20,000 0.275 169 124 1.485 912 667
25,000 0.306 184 124 1.635 984 660
30,000 0.342 202 124 1.762 %1039 637
35,000 0.396 228 127 1.919 %1106 618
40,000 0.494 283 141 2.099 %1204 599
45,000 0.599 344 152 1.981 %1136 502
50,000 0.729 418 164 1.018 584 229
51,000 0.753 432 165 0.997 572 219
52,000 0.778 446 167 0.983 564 211
53,000 0.807 463 169 0.969 556 203
54,000 0.844 484 172 0.951 545 194
55,000 0.888 509 177 0.915 525 183
LOAD FACTOR = 2
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.264 175 175 1.131 748 748
5,000 0.290 188 175 1.113 724 672
10,000 0.318 203 175 1.068 682 586
15,000 0.351 220 175 1.123 703 558
20,000 0.397 244 178 1.311 805 589
25,000 0.484 291 195 1.504 906 607
30,000 0.584 344 211 1.594 939 576
35,000 0.726 419 234 1.003 578 323
40,000 0.000 0 0 0.000 0 0
LOAD FACTOR = 3
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.324 214 214 1.123 743 743
5,000 0.356 232 215 1.058 688 639
10,000 0.415 265 228 1.036 661 568
15,000 0.492 309 245 1.049 657 522
20,000 0.588 361 264 1.051 646 472
25,000 0.700 422 283 1.006 606 406
30,000 0.845 498 305 0.952 561 344
35,000 0.000 0 0 0.000 0 0
LOAD FACTOR = 4
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.413 273 273 0.989 654 654
5,000 0.476 309 287 1.000 650 603
10,000 0.554 354 304 1.000 638 549
15,000 0.653 409 325 0.990 620 492
20,000 0.765 470 343 0.968 594 434
25,000 0.000 0 0 0.000 0 0
LOAD FACTOR = 5
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.517 342 342 0.000 0 0
5,000 0.598 389 361 0.976 635 589
10,000 0.692 442 380 0.968 618 531
15,000 0.810 507 403 0.939 589 467
20,000 0.000 0 0 0.000 0 0
LOAD FACTOR = 6
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.626 414 414 0.000 0 0
5,000 0.721 469 435 0.949 617 573
10,000 0.846 540 464 0.917 586 503
15,000 0.000 0 0 0.000 0 0
LOAD FACTOR = 7
<-----MINIMUM-----> <-----MAXIMUM----->
-------- ----- ----- ----- ----- ----- -----
0 0.744 492 492 0.933 617 617
5,000 0.898 584 542 0.902 586 545
10,000 0.000 0 0 0.000 0 0
In an attempt to verify the performance data estimated here with the published performance figures a ferry mission was defined.
Table 6 shows the specific legs making up this ferry mission, while Figure 4 displays the results obtained from the analysis
program. The published figures indicate a ferry range for the aircraft of 1250 miles (2000 kilometres). The computer
prediction gives calculated a ferry range of 1088 miles (945 nautical miles).
Table 6 MISSION DESCRIPTION

MI)FERRY
VIGGEN FERRY MISSION
SEG DESCRIPTION
--- -----------
1 ALLOW FUEL FOR 1 MIN AT FULL THROTTLE
5 MIN AT IDLE THRUST
2 ACCELERATE TO CLIMB SPEED
3 CLIMB TO 35000 FEET AT MAX R/C
**** RANGE BALANCE FOLLWING SEGMENT
4 CRUISE FOR 1200 NM AT BEST NM/LB
5 DESCEND TO 0 FEET WITH NO CREDIT
6 ALLOW FUEL FOR 1 MIN AT FULL THROTTLE
5 MIN AT IDLE THRUST
Further checking of the drag data estimated here was carried out by comparing a climb to altitude. This information was
provided in the published data for the aircraft, with a climb to 32,810 feet (10,000 metres) quoted as taking 1.4 minutes (84
seconds), for an aircraft loaded with four AAM stores plus 50% internal fuel, and climb performed at maximum afterburner. The
analysis program indicated a time to 32,000 feet, for the same aircraft configuration, would take 1.7 minutes (102 seconds).
The program output for this climb is presented in Table 7, with Figure 5 showing the actual, and estimated, time to climb in
a graphical format.
Table 7 CLIMB VERIFICATION

FILE : CF)VIGGN

MISSION : CLIMB TO 32810 FEET
S(REF) : 495.16
AR : 2.45
NO OF ENGINES: 1
FUEL
TIME ALT RANGE WEIGHT FUEL TAS EAS R/C SR FLOW
MIN FT NM LBS LBS KTS KTS MACH FT/MIN NM/LB CL CD0 LB/HR THRUST E L/D
----- ------ ------ ------- ------- ----- ----- ----- ----- ------ ----- ------ ----- ------ ----- -----
0.0 0 0 36,910 9,790 0.0 0.0 0.000 0 0.0000 0.000 0.00000 0 0 0.000 0.0
CLIMB TO 32810 FEET AT BEST R/C
0.0 0 0 36,910 9,790 555.4 555.4 0.840 29,327 0.0074 0.071 0.01921 74,654 29,625 0.764 3.6
0.1 2,000 1 36,826 9,706 551.3 535.4 0.839 28,660 0.0076 0.077 0.01919 72,181 28,604 0.764 3.8
0.1 4,000 1 36,742 9,622 551.0 519.3 0.845 27,906 0.0079 0.081 0.01940 69,826 27,654 0.764 4.0
0.2 6,000 2 36,659 9,539 551.5 504.4 0.851 27,077 0.0082 0.086 0.01966 67,391 26,691 0.764 4.1
0.3 8,000 3 36,576 9,456 552.5 490.0 0.859 26,182 0.0085 0.091 0.01995 64,872 25,711 0.764 4.3
0.4 10,000 3 36,493 9,373 553.7 476.1 0.867 25,231 0.0089 0.096 0.02026 62,284 24,716 0.764 4.4
0.4 12,000 4 36,411 9,291 555.5 462.8 0.877 24,146 0.0093 0.101 0.02062 59,696 23,660 0.764 4.5
0.5 14,000 5 36,329 9,209 541.5 436.9 0.861 22,869 0.0096 0.114 0.02002 56,196 22,260 0.764 5.1
0.6 16,000 6 36,247 9,127 537.1 419.5 0.861 21,663 0.0101 0.123 0.02001 53,257 21,097 0.764 5.4
0.7 18,000 7 36,165 9,045 536.8 405.7 0.867 20,524 0.0106 0.131 0.02025 50,574 20,046 0.764 5.7
0.8 20,000 7 36,082 8,962 538.1 393.3 0.876 19,419 0.0112 0.139 0.02058 48,005 19,050 0.764 5.8
0.9 22,000 8 35,999 8,879 538.6 380.5 0.884 18,105 0.0119 0.148 0.02088 45,221 17,927 0.764 6.0
1.0 24,000 9 35,916 8,796 528.6 360.8 0.875 16,615 0.0126 0.165 0.02053 41,977 16,633 0.764 6.5
1.2 26,000 11 35,831 8,711 525.0 345.9 0.876 15,295 0.0134 0.179 0.02058 39,178 15,524 0.764 6.9
1.3 28,000 12 35,745 8,625 525.8 334.2 0.884 14,120 0.0143 0.191 0.02091 36,717 14,556 0.764 7.0
1.4 30,000 13 35,657 8,537 524.8 321.7 0.891 12,945 0.0153 0.205 0.02114 34,271 13,599 0.764 7.3
1.6 32,000 14 35,566 8,446 514.4 303.9 0.881 11,104 0.0168 0.230 0.02076 30,600 12,185 0.764 7.7
1.7 32,810 15 35,529 8,409 513.0 298.5 0.881 10,462 0.0175 0.238 0.02079 29,332 11,697 0.764 7.8
1381<---- DELTA FUEL
As there was a discrepancy with the actual and calculated ferry ranges (1250 miles compared with 1088 miles), a little further
investigation was carried out. The actual ferry range was at an unspecified cruising altitude, so the ferry mission was run
for a range of different cuise altitudes. The results of this analysis are shown in Figure 6. This indicated a maximum
achievable range of about 960 nautical miles (1105 miles), which is about 13% less than the published figure for tha actual
aircraft.
Overall, the discrepancies in the ferry range and climb performance are most likely due to the use of less than perfect engine
performance data. Better engine data would probably give a closer match to the actual aircraft performance. At present, the
engine and drag data currently used in the computer analysis program will give conservative performance results.
Finally, a table of data has been provided to define the predicted manoeuvre performance of the aircraft. This data is for a
range of velocities and altitudes, and is presented in Table 8. Estimates are given for maximum turnrate, specific excess
power, specific range and a few other parameters.
Table 8 MANOEUVRE PERFORMANCE
CONFIGURATION FILE : CF)VIGGN

NO OF ENGINES : 1
S(REF) : 495.16
ASPECT RATIO : 2.45
AIRCRAFT WEIGHT: 32015
PERCENT FUEL : 50
ALTITUDE = 0
<-------------- N = 1 ------------->
<-------------MAX POWER-------------> <-------CRUISE POWER------->
T RATE TR/FF P-SUB-S S RNG F FLOW THRUST
MACH CL-M N-MAX DEG/S DEG/LG FT/SEC NM/LB LB/HR LB/ENG CL-C
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.20 1.250 1.15 4.6 0.3 119.1 0.0347 3,813 6,460 1.091*
0.30 1.250 2.58 13.1 0.8 211.0 0.0980 2,025 3,809 0.485*
0.40 1.058 3.88 15.5 0.9 290.9 0.1402 1,887 3,562 0.273
0.50 0.845 4.84 15.6 0.9 371.8 0.1409 2,347 4,196 0.175
0.60 0.699 5.77 15.6 0.8 445.5 0.1261 3,148 5,334 0.121
0.70 0.591 6.64 15.5 0.8 509.8 0.1103 4,198 6,847 0.089
0.80 0.507 7.44 15.2 0.8 562.3 0.0969 5,461 8,681 0.068
0.90 0.423 7.84 14.3 0.7 557.4 0.0412 14,438 13,067 0.054
1.00 0.125 2.85 4.4 0.2 65.1 0.0088 75,413 30,555 0.044
1.10 0.173 4.80 7.1 0.2 212.9 0.0074 98,916 40,191 0.036
1.20 0.000 1.00 0.0 0.0 -417.4 0.0065 122,939 47,243 0.030*
ALTITUDE = 10000
<-------------- N = 1 ------------->
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.30 1.250 1.77 8.4 0.6 140.9 0.0686 2,792 4,640 0.704*
0.40 1.145 2.89 11.6 0.9 213.3 0.1231 2,074 3,587 0.396
0.50 0.917 3.62 11.9 0.8 280.4 0.1524 2,094 3,615 0.254
0.60 0.761 4.32 12.0 0.8 342.2 0.1545 2,478 4,177 0.176
0.70 0.655 5.06 12.1 0.8 408.6 0.1442 3,098 5,084 0.129
0.80 0.573 5.78 12.2 0.7 470.6 0.1311 3,896 6,260 0.099
0.90 0.485 6.20 11.6 0.7 483.6 0.0974 5,901 9,221 0.078
1.00 0.246 3.88 6.4 0.3 179.9 0.0132 48,299 21,235 0.063
1.10 0.000 1.00 0.0 0.0 -17.6 0.0099 70,729 27,862 0.052
ALTITUDE = 20000
<-------------- N = 1 ------------->
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.30 1.250 1.19 3.8 0.4 68.8 0.0344 5,355 6,269 1.053*
0.40 1.196 2.02 7.8 0.8 128.6 0.0944 2,604 4,181 0.592
0.50 0.964 2.55 8.3 0.8 183.0 0.1410 2,178 3,558 0.379
0.60 0.807 3.07 8.6 0.8 233.8 0.1680 2,195 3,586 0.263
0.70 0.703 3.63 8.9 0.8 291.3 0.1750 2,457 3,984 0.193
0.80 0.622 4.20 9.1 0.7 347.6 0.1700 2,891 4,634 0.148
0.90 0.538 4.60 8.9 0.7 374.4 0.1329 4,162 6,522 0.117
1.00 0.324 3.42 5.8 0.4 197.0 0.0200 30,761 14,524 0.095
1.10 0.208 2.66 4.0 0.3 118.4 0.0149 45,263 18,947 0.078
1.20 0.138 2.09 2.7 0.2 68.2 0.0135 54,696 22,176 0.066
1.30 0.113 2.02 2.4 0.1 61.6 0.0123 64,947 25,436 0.056
1.40 0.087 1.80 1.9 0.1 45.6 0.0115 74,957 28,863 0.048
1.50 0.031 1.00 0.0 0.0 -9.5 0.0107 86,319 33,033 0.042
ALTITUDE = 30000
<-------------- N = 1 ------------->
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.40 1.189 1.30 3.9 0.6 42.8 0.0261 9,040 5,599 0.915*
0.50 0.981 1.68 5.0 0.7 89.5 0.0945 3,118 4,155 0.585*
0.60 0.838 2.06 5.6 0.7 134.0 0.1547 2,285 3,607 0.406
0.70 0.732 2.45 5.9 0.7 177.2 0.1854 2,225 3,523 0.299
0.80 0.650 2.84 6.2 0.7 219.4 0.2001 2,356 3,723 0.229
0.90 0.573 3.17 6.2 0.6 249.3 0.1526 3,475 4,794 0.181
1.00 0.378 2.58 4.4 0.4 154.3 0.0284 20,786 9,912 0.146
1.10 0.283 2.34 3.6 0.3 128.7 0.0222 29,225 12,756 0.121
1.20 0.231 2.27 3.1 0.2 124.4 0.0203 34,858 14,824 0.102
1.30 0.203 2.34 3.0 0.2 133.9 0.0183 41,791 16,897 0.087
1.40 0.177 2.37 2.8 0.2 138.0 0.0170 48,562 19,088 0.075
1.50 0.146 2.24 2.5 0.1 119.0 0.0157 56,170 21,756 0.065
1.60 0.113 1.98 2.0 0.1 86.3 0.0148 63,664 24,624 0.057
1.70 0.077 1.52 1.3 0.1 38.5 0.0141 70,942 27,680 0.051
1.80 0.013 1.00 0.0 0.0 -26.5 0.0136 77,950 30,932 0.045
ALTITUDE = 40000
<-------------- N = 1 ------------->
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.50 0.950 1.01 0.6 0.2 2.1 0.0204 14,070 5,705 0.937*
0.60 0.813 1.25 2.4 0.5 36.1 0.0413 8,333 4,413 0.651*
0.70 0.712 1.49 3.0 0.6 67.2 0.0754 5,325 3,788 0.478
0.80 0.634 1.73 3.4 0.6 96.3 0.1198 3,829 3,541 0.366
0.90 0.553 1.91 3.4 0.6 113.7 0.1033 4,998 3,955 0.289
1.00 0.360 1.54 2.2 0.4 57.6 0.0362 15,865 7,048 0.234
1.10 0.292 1.51 2.0 0.3 56.9 0.0301 20,985 8,792 0.194
1.20 0.260 1.60 2.0 0.2 72.9 0.0287 23,974 10,046 0.163
1.30 0.241 1.74 2.1 0.2 93.9 0.0267 27,964 11,277 0.139
1.40 0.221 1.85 2.1 0.2 113.5 0.0251 32,024 12,599 0.119
1.50 0.198 1.91 2.1 0.2 121.5 0.0234 36,723 14,214 0.104
1.60 0.175 1.92 1.9 0.2 122.9 0.0221 41,540 15,965 0.091
1.70 0.153 1.89 1.8 0.1 117.4 0.0210 46,394 17,835 0.081
1.80 0.131 1.81 1.6 0.1 103.2 0.0201 51,284 19,835 0.072
1.90 0.108 1.67 1.3 0.1 79.9 0.0194 56,151 21,954 0.065
2.00 0.083 1.42 1.0 0.1 45.8 0.0188 60,981 24,199 0.059
2.10 0.053 1.00 0.0 0.0 -0.4 0.0180 66,943 26,565 0.053
ALTITUDE = 50000
<-------------- N = 1 ------------->
---- ---- ----- ----- ------ ------ ----- ----- ------ -----
0.60 0.842 1.00 0.0 0.0 -36.9 0.0218 15,758 6,253 1.049*
0.70 0.737 1.00 0.0 0.0 -7.7 0.0323 12,430 4,933 0.771*
0.80 0.655 1.11 1.1 0.3 18.1 0.0436 10,518 4,174 0.590
0.90 0.570 1.22 1.5 0.4 34.2 0.0510 10,118 4,015 0.466
1.00 0.386 1.02 0.4 0.1 3.1 0.0395 14,518 5,761 0.378
1.10 0.285 1.00 0.0 0.0 -12.0 0.0369 17,110 6,790 0.312

Saab Ja-37 Viggen Performance Assessment: John Mciver B.Eng. (Aero) Temporal Images

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SAAB JA-37 Viggen

John McIver B.Eng.(Aero)

5th August 2003 http://www.temporal.com.au

AJ-37 single seat all weather attack

Wing Span 10.60 metres 34 feet 9.25 inches

Length 15.45 metres 50 feet 8.25 inches (AJ, excluding probe)

Length 15.58 metres 51 feet 1.5 inches (JA, excluding probe)

Height 5.90 metres 19 feet 4.25 inches

Empty Weight 12,200 kg 26,895 lbs (approx)

Up to 6,000 kg (13,227 lbs) of ordnance can be carried externally.

Takeoff weight 15,000 kg 33,070 lbs (clean)

Weight of Rb-71 (Skyflash) Missile 193 kg 425 lbs

Internal fuel 5700 litres 1506 US gal 4440 kg 9789 lbs

Engine Weight 2100 kg 4630 lbs RM-8A

Clean A/C 12,200 kg (includes 150 rounds for gun)

Clean A/C 12,200 kg (54 kg for 150 rounds for gun)

1 x centreline pylon 2000 kg 4410 lbs

RM-8A 25,970 lbst 11790 kg max reheat

RM-8B 28,110 lbst 12750 kg max reheat

RM-8A 2.47 lb/hr/lbst 70.0 mg/Ns max reheat

RM-8B 2.52 lb/hr/lbst 71.4 mg/Ns max reheat

Length 6.17 metres RM-8A

Max Mass Flowrate 145 kg/sec

Pratt & Whitney JT-8D-7 Turbofan

6350 kg nett thrust - takeoff - sea level static

Cruise sfc 0.81 kg/kg/hour

Service Ceiling 60,000 feet

Ferry range 2000 km (2250 km with Jet-A fuel)

- intercept mission 250 miles 400 km

- hi-lo-hi profile 782 miles

Afterburner is selected then the wheel brakes are released.

The aircraft accelerates to a rotation speed of 135 knots (250 kmh).

About 600 metres of runway is used to get airborne.

Exceeding 30 degrees angle of attack results in some loss of yaw stability.

There is little natural pre-stall warning, with low buffet levels.

The undercarriage is lowered.

The thrust reverser is pre-selected to activate immediately after landing.

The approach is steep.

The aircraft attitude is 15 degrees nose up.

The speed is controlled by the autopilot.

Touchdown with a no-flare landing at 97 knots (180 kmh).

Touchdown is about 45 metres (150 feet) beyond the runway threshold.

The undercarriage is designed for a landing sink rate of 16 feet/sec (5 m/s).

Modern Combat Aircraft Design

The Illustrated Encyclopedia of the World's Modern Military Aircraft

The New Observer's Book of Aircraft

Modern Air Combat

World Aircraft Information File - Issue 47

Air International - Volume 56 No 2

Aeronautical Vest Pocket Handbook

3.281 feet = 1.0 metre

11. Liquid Weights

JP-1 6.65 lbs/US gal

Approximately 4% thick, with maximum thickness at 40% of chord.

Sweep of Quarter Chord Line 42 degrees

Approximately 6% thick, with maximum thickness at 40% of chord.

Sweep of Quarter Chord Line 50 degrees

Approximately 5% thick, with maximum thickness at 40% of chord.

Sweep of Quarter Chord Line 43 degrees

REVIEW DRAG TABLE