Please Read The Fine Manual

Document conventions

Credits and acknowledgments

End User License Agreement (EULA)

Rights and limitations


About Saab 35 Draken



Export versions

About this simulation

Flight dynamics

Limits and restrictions


First startup

Texture resolution


Model and textures


Interior model

Exterior model

Repaint kit

Features and special effects

Options panel




Drop tanks

Drag chute

Contrails and smoke

Chocks and covers

Pilot animations

System description

Cockpit overview

Warning and indicator lights

Hydraulic system

Electrical system

Emergency Power Unit (EPU)

Fuel system


Landing gear

Flight data system

FLI 35 system

PN-594/A navigation radar



Other instruments

Stall warning system

Oxygen system

Radar system


Normal operating procedures

Before starting the engine

Starting the engine

Taxi and takeoff




Final approach and landing

Emergency procedures

Hydraulic system failure


Engine fire


Appendix 1: Prepar3D Commands

Appendix 2: J 35J procedure check lists

Appendix 3: FR28 Radio channels

Appendix 4: PN-594 Navigation channels

Appendix 5: Cockpit glossary

Appendix 6: Technical data

Flight Manual: Saab 35 Draken 5.0Updated: 2019-11-02

About Saab 35 Draken



Export versions


The first Saab 35 prototype flew in October 1955 and entered service in the Swedish Air Force (Flygvapnet) in March 1960, with the designation J 35A. This was followed by a succession of indigenous and export versions ending with the final Flygvapnet version J 35J which was retired in 1998. The last Draken version to be in operational service was the J-35OE MkII of the Austrian Air Force, which retired its Drakens in November 2005.

Draken was in constant development, and the final versions were very different from the original 35A. But already from the outset Draken was a capable supersonic interceptor with impressive performance, and eventually a reliable platform for delivering radar and infra-red homing missiles. The later versions featured what was at the time state-of-the-art avionics, and were in many ways superiour to most of the competition.

Most people associate the nickname Draken with the mythical fire-spitting reptile, but it is actually a play on words: in Swedish the word means kite as well as dragon and the silhouette of the aircraft strongly resembles a paper kite (especially the prototype versions without afterburner).

This aircraft was in many ways decades ahead of its time, but what was cutting-edge back then might not exactly be impressive today. Even the final versions of Draken feel basic and low-tech, with parts dating back to the post-war years. The upside is that Draken is extremely rugged and can take a lot of punishment. Draken is very much a hands-on aircraft, one of the last of its kind.

A few Drakens are still flying, but only one 35J: the F10–56, which is maintained by the Swedish Air Force Historic Flight society. In 2014, an SK 35C trainer was also restored to flying condition, and they are both now featuring in air shows all over Europe.

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Fig. 2 -  F10–56 (#35556) at the Ängelholm Air Show, 28 August 2010


Draken was a child of the cold war era, originally intended as a high-altitude supersonic interceptor to counter the MiGs and Sukhois of the day. Swedish, Finnish and Austrian Drakens were ultimately used as multi-role fighter/interceptors, while the Danish F-35 was converted to a strike platform.

The tailplane-less double-delta design by Saab was revolutionary at the time. It combines an 80 angled inner wing for good high speed performance with a thin 60° angle outer wing for additional lift at low speeds. The inner wing houses the main landing gear, fuel tanks, guns and avionics equipment.

Propulsion in all versions is provided by the Volvo Flygmotor RM6 engine, an upgraded license-built Rolls-Royce Avon 300 turbojet with a Swedish single-stage afterburner capable of pushing some versions to over Mach 2. Although this simulation will not reach that speed, acceleration with afterburner is fierce at subsonic speed and you can easily overspeed at low altitude. It has been said that Draken actually has no top speed as it continues to accelerate until the fuel is depleted. Suffice it to say that this claim has never been verified...

The initial prototypes proved to be extremely susceptible to PIO (pilot induced oscillations), so a pitch damping system was added. The somewhat brutal stalling behaviour and steep angle-of-attack on approach and landing were other characteristics adhering to the unique design, but apart from these quirks Draken turned out to be relatively easy and straight-forward to fly.

All in all, Draken has lots of personality and is easy to fly but a challenge to master. Though outgunned by modern fighter aircraft, it will overtake and outturn many of them. Draken is a very rewarding plane to fly if you follow procedures and use common sense, but it needs constant input and a firm but delicate hand. If you lose control of this beast you are definitely up the proverbial creek without a paddle.