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Saab 210
Saab 210
Saab 210
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The Saab 210 is an approximately 70% scale research prototype for the double-delta configuration of the Saab 35 Draken supersonic fighter. It became known by the unofficial nickname Lilldraken (Little Dragon or Little Kite). Its first flight was on 21 January 1952.

Key Information

Naming

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The 210 retrospectively gained the unofficial name Lilldraken from the larger Type 35 Draken which it led to. The Swedish word "Draken" has a double meaning, translating either as "The Dragon" or "The Kite". It is said that the name was derived from the appearance of the prototype Type 35, like a paper kite, when seen from above.[1]

Design and development

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Saab 210 (Saab 210A), the original configuration
Saab 210B, the later configuration

Under designer Erik Bratt, in the early 1950s Saab were developing a double-delta configuration for a proposed supersonic jet fighter. The configuration was novel and highly advanced, so a small aerodynamic test aircraft, the Type 210, was built to investigate its low-speed flight characteristics.[2]

210 or 210A

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The tailless double-delta wing extended almost to the front of the 210, with the integral wing root air intakes positioned just behind a small nose. The 210 also featured a protruding bubble canopy, a swept tail fin and semi-retractable tricycle undercarriage.[3] By now the fighter was designated the J 35 Draken and the diminutive test aircraft soon became known as the "Lilldraken". Jet power was provided by a 1,000 lb class Armstrong Siddeley Adder engine.

The 210 was taken up for its maiden flight by Bengt Olow, on 21 January 1952. It subsequently undertook extensive flight testing, before undergoing modification for a second phase.[2]

210B

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The 210 was modified, with the air intakes moved back to positions alongside the cockpit, in order to increase the field of view for the pilot. A drogue parachute was also added. In this form it was designated the 210B, and the previous configuration retrospectively as the 210A.[4][5][6]

Flight testing resumed, and by the time of its last flight on 25 October 1955, the Saab 210 in both its forms had undertaken 887 separate sorties.[2]

The Saab 210B is currently on display in the Flygvapenmuseum (Air Force Museum) in Linköping.

Specifications

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Data from Taylor 1976, p. 205

General characteristics

  • Crew: 1
  • Length: 6.1 m (20 ft 0 in) +
  • Wingspan: 4.88 m (16 ft 0 in) ~
  • Powerplant: 1 × Armstrong Siddeley Adder turbojet engine, 4.67 kN (1,050 lbf) thrust

Performance

  • Maximum speed: 644 km/h (400 mph, 348 kn)

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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Saab 210

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from Grokipedia
The Saab 210, unofficially nicknamed the ("Little Dragon"), was a Swedish experimental developed by Saab as an approximately 70% scale to test the double-delta intended for the supersonic fighter jet. Powered by a single producing 3.92 kN (880 lbf) of , it featured a distinctive double-delta wing with inner leading-edge sweep of 80° and outer sweep of 57°, enabling evaluation of both low- and high-speed aerodynamics. The aircraft's maiden flight took place on 21 January 1952, piloted by Bengt Olow, marking a key step in Sweden's Cold War-era push for indigenous fighter technology. Development of the Saab 210 began in the late 1940s under Saab's Project 1250, driven by the need to innovate beyond conventional swept-wing designs amid rising supersonic threats. The initial variant, designated Saab 210A, incorporated nose-mounted air intakes but evolved into the Saab 210B with a redesigned fuselage and relocated intakes for improved performance. Limited by its small engine, the aircraft required cool morning launches during summer to achieve sufficient lift, yet it amassed approximately 1,000 test flights over four years, providing invaluable data on stability, handling, and the double-delta wing's transonic potential. These tests confirmed the configuration's viability for short-field operations and high-speed flight, directly influencing the Draken's production prototypes ordered in August 1953. With a length of 8.8 m (29 ft), wingspan of 6.35 m (21 ft), and crew of one, the Saab 210 was a fully functional flying laboratory rather than a mere mockup, underscoring Saab's engineering prowess in an era of rapid aviation advancement. Its success validated scaled prototyping as an efficient development method, reducing risks for the full-scale Draken, which first flew in 1955 and entered service as one of Europe's most advanced interceptors. Today, the sole surviving Saab 210B is preserved at the Flygvapnet Museum in Linköping, Sweden, symbolizing a pivotal chapter in Saab's transition from propeller-driven aircraft to jet-age innovation.

Development

Origins and requirements

In 1949, the Swedish Defence Administration issued a specification under 1200 for a new single-seat all-weather interceptor to succeed the , emphasizing supersonic capable of at least Mach 1.4 at high altitudes, rapid climb rates, and the ability to operate from reinforced roadways as part of Sweden's BASE 90 dispersal for wartime resilience. The requirements also prioritized rugged construction for easy maintenance by conscripts, quick refueling and rearming in under 15 minutes, integrated radar for bomber interception, and short takeoff and landing capabilities to suit dispersed operations. In November 1949, Saab assembled an engineering team led by chief designer Erik Bratt to address these demands through , evaluating various configurations including swept- and delta designs before selecting a tailless double-delta over more conventional options for its balance of high-speed low-drag and low-speed lift. Bratt's team determined that the double-delta—featuring an inner section with 76-80° sweep for structural volume to accommodate and systems, and an outer section with 57-60° sweep for maneuverability—best met the need for supersonic while efficient short-field operations. To validate this innovative without the full financial and technical risks of a complete , Saab opted in early to construct the Saab 210 as a 70% scale flying , scaled down to reduce development costs and allow focused low-speed handling tests prior to committing to production-scale efforts. This approach enabled iterative wind-tunnel refinements and early flight validation of the double-delta configuration's stability and control characteristics. The project timeline began with conceptualization and initial studies in late 1949, progressed to detailed design and prototype construction approval by mid-1950, and culminated in the Saab 210's first unintentional ground hop in December 1951, marking the transition from requirements to physical realization. The test data from the Saab 210 directly informed the development of the full-scale as its primary beneficiary.

Prototype construction

Construction of the Saab 210 prototype commenced in May 1950 at Saab's primary manufacturing facility in , . This scaled-down demonstrator, approximately 70% the size of the intended production , incorporated foundational structural elements including a tricycle arrangement with semi-retractable units, a protruding to enhance pilot visibility, and a single swept vertical tail fin for stability. These features were integrated early in the assembly process to validate the overall configuration derived from prior requirements, particularly the double-delta wing as a key aerodynamic innovation. Fabrication presented notable engineering challenges, especially in developing the air intake system. The initial design featured an nose intake that split into two channels at the wing roots, but testing revealed insufficient , necessitating significant modifications to improve efficiency and integration with the . Ensuring structural was critical, given the prototype's role in evaluating configurations for high-speed flight regimes, with engineers addressing load distribution across the blended wing- junction through rigorous ground testing and material reinforcements. The prototype was completed by late 1951, achieving a brief ground hop in of that year in preparation for its first full flight. Rollout at the site marked the of approximately 18 months of intensive build efforts, setting the stage for subsequent aerial validation.

Design

Airframe and aerodynamics

The Saab 210 employed a tailless double-delta as its core airframe element, designed to investigate low-speed handling and stability characteristics for the forthcoming Saab 35 Draken fighter. This layout featured an inner delta section with an 80° leading-edge sweep angle to accommodate fuel, landing gear, and engine intakes while minimizing supersonic drag, paired with an outer delta section exhibiting a 57° sweep angle to generate sufficient lift at low speeds without requiring horizontal stabilizers. The absence of a conventional tail surface relied on the wing's inherent stability, with control augmented by elevons along the trailing edge. The airframe's compact dimensions reflected its as a 70% scale , measuring 8.8 (28 ft 10 in) in , 6.35 (20 ft 10 in) in , and 2.78 (9 ft 1 in) in , which facilitated cost-effective testing of the double-delta . Its empty was approximately 1,200 kg, constructed primarily from aluminum alloys to achieve a favorable power-to- ratio despite the modest thrust of its powerplant. Due to its reduced scale, the Saab 210 operated at lower Reynolds numbers than the projected full-scale Draken, resulting in thinner boundary layers and altered stall behavior that required careful extrapolation for production predictions; over 1,000 flights demonstrated the configuration's viability, though adjustments accounted for these viscous scale effects to ensure accurate high-speed performance forecasts.

Propulsion and systems

The Saab 210 was powered by a single Armstrong Siddeley Adder ASA.1 turbojet engine, which produced 3.92 kN (880 lbf) of continuous thrust (up to 4.67 kN / 1,050 lbf at takeoff) without afterburner capability. This compact engine, derived from the Mamba turboprop series and originally developed for target drones like the Jindivik, was selected for its availability and suitability for low-speed aerodynamic testing in a subscale prototype. The air employed positioned near the of the , initially in a pitot-style configuration on the Saab 210A to simplify at subsonic speeds. These were later repositioned alongside the in the Saab 210B configuration to better replicate the full-scale Saab 35 Draken's layout and mitigate issues such as vortex formation at high angles of attack. The double-delta wing's interaction with necessitated these modifications to maintain during flights. Basic aircraft systems were kept simple to prioritize flight testing, featuring hydraulic actuation for the control surfaces and electrical systems dedicated to instrumentation and data recording. As a dedicated research platform, the Saab 210 carried no armament provisions and incorporated only rudimentary avionics, such as basic flight instruments, without radar or advanced navigation aids. Fuel was stored in wing tanks, supporting the limited endurance required for test missions. The setup had inherent limitations, with the Adder's modest proving insufficient to achieve full supersonic despite the aircraft's . This constrained operations to subsonic regimes but enabled extensive on engine-airframe integration, including effects and efficiency in the double-delta configuration. Over approximately 1,000 flights, these tests validated key principles for subsequent supersonic development.

Testing and variants

Flight test program

The Saab 210's flight test program commenced with its maiden flight on 21 1952, piloted by Saab test pilot Bengt Olow. The sortie lasted 25 minutes and was conducted at low altitudes to assess basic handling and stability characteristics of the double-delta wing configuration. The primary objectives of the testing were to validate the aerodynamic performance of the double-delta lift distribution, evaluate stall characteristics, and measure control effectiveness across a range of speeds and attitudes. These evaluations focused on low-speed flight behavior, providing critical data for the development of the full-scale fighter. The program accumulated data on overall stability and handling qualities through systematic sorties. Over the course of three years, the Saab 210 completed 887 sorties, totaling 286 flight hours without major incidents. Early tests revealed minor issues with the original , which were resolved through a redesign to improve . Later in the program, a modified was introduced to further explore aerodynamic refinements. The program concluded with the final on 25 October 1955.

Modifications

The Saab 210, serving as a 70% scale research prototype for the Saab 35 Draken, was modified during its flight test program to overcome limitations in its initial design and better align with the full-scale fighter's aerodynamic requirements. The original configuration, later designated the Saab 210A, incorporated nose-mounted air intakes separated by a pyramid-shaped nosecone, which provided baseline data for low-speed aerodynamic testing but revealed inefficiencies in airflow at higher speeds. To address this, the aircraft was redesigned with the air intakes relocated to positions alongside the cockpit, accompanied by a lengthened chisel-shaped nose for improved high-speed performance and pilot visibility; this updated variant was designated the Saab 210B. These changes enabled more accurate simulation of the Draken's intake efficiency and overall double-delta wing behavior, expanding the test envelope for transonic and supersonic data collection. The 210B configuration was implemented following initial flight evaluations, with the prototype accumulating approximately 1,000 flights across both variants by the program's conclusion in 1955. A tail-mounted was also incorporated into the Saab 210 to assist in reducing landing roll distances and enhancing stability.

Specifications and performance

General characteristics

The Saab 210, also known as the Lilldraken, was a single-seat experimental developed by Saab to validate the double-delta for advanced fighter designs. It accommodated a of one pilot, who utilized an for during flights. The aircraft's dimensions comprised a length of 8.8 (29 ft), a wingspan of 6.35 (21 ft), a height of 2.8 (9 ft 2 in), and a wing area of 23 (250 sq ft). Weights included a maximum takeoff weight of 1,775 kg (3,913 lb). As a dedicated research platform, the Saab 210 carried no armament. Avionics were limited to basic flight instruments and data recorders essential for aerodynamic and structural testing. The aircraft was powered by a single Adder turbojet engine.

Performance

The Saab 210 achieved a maximum speed of 555 km/h (345 mph, 300 kn) at sea level during its flight tests, validating the double-delta wing's high-speed stability despite the prototype's subscale design. Its service ceiling reached 5,000 m (16,404 ft), sufficient for evaluating aerodynamic behavior in typical operational altitudes but limited by the modest engine power. The rate of climb was 11 m/s (2,165 ft/min), allowing the aircraft to attain 4,000 m in approximately four minutes under full power, as recorded in test flights. With internal fuel, the range was approximately 280 km (174 mi), emphasizing the prototype's role in short-duration research missions rather than extended operations. The thrust-to-weight ratio stood at approximately 0.27, calculated from the Armstrong Siddeley Adder engine's 4.67 kN (1,050 lbf) thrust and the maximum takeoff weight of 1,775 kg; to arrive at this value, convert thrust to force in newtons (4.67 kN = 4,670 N), compute aircraft weight in newtons (1,775 kg × 9.81 m/s² ≈ 17,413 N), then divide thrust by weight (4,670 / 17,413 ≈ 0.268, rounded to 0.27). These metrics highlighted the aircraft's adequate but constrained performance, attributable to its scaled dimensions and single turbojet propulsion.

Legacy

Influence on subsequent aircraft

The Saab 210's extensive flight testing program, which accumulated 887 flights, provided critical validation of the double-delta wing configuration, directly shaping the aerodynamic design of the and enabling its first flight on October 25, 1955, as well as its subsequent achievement of Mach 2 speeds. Stability models derived from the 's tests, including modifications to address vortices affecting at high angles of attack, were scaled up for the Draken's integration of the engine, ensuring reliable supersonic performance. designs tested on the , initially featuring forward-placed pitot-style inlets before repositioning to the forward roots, informed the Draken's characteristic "wide shoulder" air layout for improved at speeds. As the world's first with a double-delta —achieving its on , —the Saab 210 pioneered this innovative configuration, influencing broader developments in delta-wing designs during the . Post-program Saab analyses in the mid-1950s the prototype's results demonstrated a high degree of aerodynamic similarity to the full-scale Draken, with the 70% scale providing reliable predictive data for production behavior.

Preservation and display

Following its final flight on October 25, 1956, after accumulating 286 flying hours across 887 sorties, the Saab 210 was retired from active testing. As the sole prototype built, it represents the only surviving example of this experimental aircraft, preserving a key artifact of early Swedish jet development. The airframe is currently exhibited at the Flygvapenmuseum (Swedish Air Force Museum) in , , in its 210B configuration. Labeled as "Lilldraken" (Little Draken) in the museum's display, it highlights the aircraft's as a subscale for double-delta wing technology. In 2024, the Saab 210 underwent refurbishment at the Flygvapenmuseum to return it to its original silver and black color scheme, reversing a prior silver and orange paint applied during storage. Restored, it now serves as a central piece in educational exhibits on Swedish aviation , emphasizing pioneering jet and the evolution of supersonic fighter designs.
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