>AJS is pretty moronic on how the whole bombing system works
As a DCS autist I disagree. The whole INS/bombing system is pretty standard for cold war low level interdiction aircraft like the F-111 and Tornado. The only frickery is the lack of mixed ordinance and the fact that DECM and countermeasures half your bomb load.
Saabs are the cheapest jets when it comes to running costs, which are by far the most expensive part of maintaining a jet fleet. For every one F-35 you fly, you could've bought two-and-a-half Gripens with equally modern avionics.
>Saabs are the cheapest jets when it comes to running costs
Probably, but what about spare parts? Could and would the Swedes even supply parts, considering their moronic arms export laws?
Two and a half 4th gens that get deleted by AMRAAMs and soviet tier AA
Or one 5th gen that is completely immune to whatever radar shit you throw at it.
An interview with a British Jaguar pilot, mostly about flying the Jaguar: https://www.collectair.co.uk/pdf/interview-hr.pdf
The relevant bit for this thread is that he does mention a squadron visit to Sweden, including going for a trip in the Sk37 two-seater.
"The first to go up in the Viggen was our boss, Hilton Moses. I remember going out with him to the aeroplane and seeing him laugh- ing and smiling, and then seeing him getting out and coming back to the crewroom looking like he’d just been put through some kind of crazy combination between a fairground ride and a washing machine. Then I went flying in the afternoon, and it changed my life.
‘They would fly around at Mach 0.95, 650kt give or take a bit, and they trained at 10m. We flew through firebreaks in trees, we flew all over northern Sweden at 30ft, and we never went below 600kt. All of this, I should add, was done under about a 150 to 200ft overcast with no breaks. In the RAF, anybody who wanted to get old would not have flown in that weather. After about 40 minutes, we pulled up into cloud, and the pilot then flew a 4-degree hands-off approach with his hands on his head into a remote airstrip, landed, reversed into a parking bay, did an engine-running refuel without any communication with the people on the ground except hand signals, taxied out and took off in the direction that we’d landed in. Wind direction just wasn’t factored.
Then we did some approaches onto roadways, flying at 15 or 20ft to clear the cars and warn them that there were going to be some aeroplane movements before doing practice approaches. And the aerobatics beggared belief."
"‘The next day, it was time to take the Swedish pilots flying in the Jaguar. I was at a bit of a loss as to how I was going to mission was on 19 January, and even then explain to this guy that we flew at 420kt when they flew at 620kt. So I decided that the way ahead was to leave the part-throttle reheat in, accelerate to 620kt and then give him the aeroplane. That’s what I did — I took off,and gave him control at 620kt and about 150ft. He pushed the nose down, took the Jaguar down to 30ft and proceeded to fly it at about 30 to 40ft and 600kt-plus quite happily. It knocked all the myths about who’s got the best aeroplanes, who’s got the best-trained pilots and so on. The Swedish Air Force had aeroplanes that were light years ahead of anything the RAF had, or was going to get, or has got now, and their pilots were in a totally different league to us. This was not just an individual — I flew with three of them, and all three were like that. Each of them was able to fly the Jaguar faster and lower from the back seat than I could from the front seat."
It's true they trained at wartime conditions at all times, but it also came at a high cost during the early Cold War.
Not so much the Viggen perhaps, even though they had their share of crashes, but the SAAB 29 "Tunnan" and SAAB 32 "Lansen" in particular suffered a lot of attrition during training.
Partially because the 29 didn't have a two seat version, partially because it was the early days of jet strike fighters.
The SAAB 35 "Draken" suffered comparatively less casualties, being flown exclusively in interceptor and recon roles in Swedish service, even though they did end up at low level too at times.
"‘The next day, it was time to take the Swedish pilots flying in the Jaguar. I was at a bit of a loss as to how I was going to mission was on 19 January, and even then explain to this guy that we flew at 420kt when they flew at 620kt. So I decided that the way ahead was to leave the part-throttle reheat in, accelerate to 620kt and then give him the aeroplane. That’s what I did — I took off,and gave him control at 620kt and about 150ft. He pushed the nose down, took the Jaguar down to 30ft and proceeded to fly it at about 30 to 40ft and 600kt-plus quite happily. It knocked all the myths about who’s got the best aeroplanes, who’s got the best-trained pilots and so on. The Swedish Air Force had aeroplanes that were light years ahead of anything the RAF had, or was going to get, or has got now, and their pilots were in a totally different league to us. This was not just an individual — I flew with three of them, and all three were like that. Each of them was able to fly the Jaguar faster and lower from the back seat than I could from the front seat."
mega
(s)V(r)iggen (etah I)
what
Vi(G3 white extra strong)ggen
>can land it on a small grass strip and reverse it into a parking space
God yes
Its i would live to have a fighter version of it in dcs based
Almost every Saab aircraft is based
"Almost"? Which one isn't?
J32 Lansen
>locks on to Blackbirds
>can take off and land from just about any flat surface
>comes in a sweet camo pattern
For me it's the gripen
>expensive part of maintaining a jet fleet. For every one F-35 you fly, you could've bought two-and-a-half Gripens with equally modern avionics.
I love all the Saabs but I get a boner for the shape of the Draken
Wow, it must be a slow day at SAAB
Wow, must be a slow day at the f35 corporation
weird cope
there is not slow day at lockeed, they're always busy bribing politicians, think tank homosexuals n sheit
It's a neat jet, though the AJS is pretty moronic on how the whole bombing system works.
>AJS is pretty moronic on how the whole bombing system works
As a DCS autist I disagree. The whole INS/bombing system is pretty standard for cold war low level interdiction aircraft like the F-111 and Tornado. The only frickery is the lack of mixed ordinance and the fact that DECM and countermeasures half your bomb load.
Saabs are the cheapest jets when it comes to running costs, which are by far the most expensive part of maintaining a jet fleet. For every one F-35 you fly, you could've bought two-and-a-half Gripens with equally modern avionics.
For every F-35 you buy you can easily shoot down five times the amount of Gripens so it works out.
One F35 can fly over Donbabwe right now and nobody can do shit about it.
5 Gripens will get shot down in less than a day.
>Saabs are the cheapest jets when it comes to running costs
Probably, but what about spare parts? Could and would the Swedes even supply parts, considering their moronic arms export laws?
Swedes might, it's the Swiss I wouldn't trust
Two and a half 4th gens that get deleted by AMRAAMs and soviet tier AA
Or one 5th gen that is completely immune to whatever radar shit you throw at it.
A single gripen could defeat a squad of mixed f35s and f22s
Yes.
Cold War low and fast Top Gun craze was based.
Yeah, dude. They're pretty cool. The Swedes make cool shit
An interview with a British Jaguar pilot, mostly about flying the Jaguar: https://www.collectair.co.uk/pdf/interview-hr.pdf
The relevant bit for this thread is that he does mention a squadron visit to Sweden, including going for a trip in the Sk37 two-seater.
"The first to go up in the Viggen was our boss, Hilton Moses. I remember going out with him to the aeroplane and seeing him laugh- ing and smiling, and then seeing him getting out and coming back to the crewroom looking like he’d just been put through some kind of crazy combination between a fairground ride and a washing machine. Then I went flying in the afternoon, and it changed my life.
‘They would fly around at Mach 0.95, 650kt give or take a bit, and they trained at 10m. We flew through firebreaks in trees, we flew all over northern Sweden at 30ft, and we never went below 600kt. All of this, I should add, was done under about a 150 to 200ft overcast with no breaks. In the RAF, anybody who wanted to get old would not have flown in that weather. After about 40 minutes, we pulled up into cloud, and the pilot then flew a 4-degree hands-off approach with his hands on his head into a remote airstrip, landed, reversed into a parking bay, did an engine-running refuel without any communication with the people on the ground except hand signals, taxied out and took off in the direction that we’d landed in. Wind direction just wasn’t factored.
Then we did some approaches onto roadways, flying at 15 or 20ft to clear the cars and warn them that there were going to be some aeroplane movements before doing practice approaches. And the aerobatics beggared belief."
It's true they trained at wartime conditions at all times, but it also came at a high cost during the early Cold War.
Not so much the Viggen perhaps, even though they had their share of crashes, but the SAAB 29 "Tunnan" and SAAB 32 "Lansen" in particular suffered a lot of attrition during training.
Partially because the 29 didn't have a two seat version, partially because it was the early days of jet strike fighters.
The SAAB 35 "Draken" suffered comparatively less casualties, being flown exclusively in interceptor and recon roles in Swedish service, even though they did end up at low level too at times.
"‘The next day, it was time to take the Swedish pilots flying in the Jaguar. I was at a bit of a loss as to how I was going to mission was on 19 January, and even then explain to this guy that we flew at 420kt when they flew at 620kt. So I decided that the way ahead was to leave the part-throttle reheat in, accelerate to 620kt and then give him the aeroplane. That’s what I did — I took off,and gave him control at 620kt and about 150ft. He pushed the nose down, took the Jaguar down to 30ft and proceeded to fly it at about 30 to 40ft and 600kt-plus quite happily. It knocked all the myths about who’s got the best aeroplanes, who’s got the best-trained pilots and so on. The Swedish Air Force had aeroplanes that were light years ahead of anything the RAF had, or was going to get, or has got now, and their pilots were in a totally different league to us. This was not just an individual — I flew with three of them, and all three were like that. Each of them was able to fly the Jaguar faster and lower from the back seat than I could from the front seat."