Flight Manual: Saab 35 Draken 5.0Updated: 2020-11-01

Warning lights panel

Fig. 37 -  Warning lights panel overview

Master Warning Light

The Master Warning Light (red) will blink if any of the other warning lights are lit, with some exceptions:

• The Engine Deice indicator light (MOTOR IS) will not trigger a Master Warning.

• The EBK warning light will only trigger a Master Warning if it is caused by an afterburner malfunction.

• When the emergency bus is switched on, the Electrical Failure (ELFEL) warning will still be lit, but the Master Warning will disappear.

• The Fuel System (TANK LUFT) warning sometimes lights up for a few seconds when the system switches from external to main fuel tanks. This will not cause a Master Warning.

Fig. 38 -  Master Warning light

Gear Warning Light

The Gear Warning Light (orange) blinks while the main gear is being extended or retracted. It will also blink if throttle is reduced at low altitude with the gear not extended. See also Landing gear.

Fig. 39 -  Gear Warning light

Wheel brakes

The wheel brakes are hydraulic self-adjusting anti-lock disk brakes. Normal brake pressure is 210 kp/cm2 (20 MPa). At least 60 kp/cm2 (5.9 MPa) is needed for effective braking. Brake pressure is provided by hydraulic pumps 1 and 2.

The hydraulic pressure in the brake circuit is shown by the brake pressure indicator on the right knee panel. It should always indicate normal pressure (210), with a very slight dip when brakes are applied. If the indicator shows zero pressure, the brake circuit is damaged.

Fig. 40 -  Brake pressure indicator

Specifications

The alternator is connected directly to the engine turbine shaft and has a regulator which keeps AC voltage and frequency constant regardless of engine speed.

Before the engine has been started, electrical power is normally supplied by an APU (Auxiliary Power Unit). Starting can also be done using only the aircraft battery as power source. In this version the APU is not implemented, and the battery is used for starting.

A backup alternator driven by a ram air turbine supplies power to the Main and Instrument buses in case of engine failure. See Emergency Power Unit (EPU).

Fig. 41 -  Engine control panel – electrical bus switches

Electrical failures

DC bus failures are indicated by the ELFEL warning light on the warning lights panel. This warning light will also be lit when the backup alternator is connected.

Fig. 42 -  DC bus failure warning light

AC bus failures are indicated by a mechanical indicator on the Airspeed/Mach Indicator. If the white field is visible it means that AC power is not available.

Fig. 43 -  AC bus failure indicator

Electrical panels

Fig. 44 -  Electrical system control panels

Circuit breakers

Fig. 45 -  Circuit breaker panel

All electrical circuit breakers should be ON (up) at startup, although only three of them have any function in this version. The first four circuit breakers should be switched off at shutdown, the other (covered) circuit breakers are normally always left on.

Interior lights

Fig. 46 -  Interior lights panel

Instrument lighting and panel backlighting can be controlled individually with two dimmers on the left side of the cockpit. A toggle switch on the same panel controls the interior lights in the cockpit.

Fuel tanks

J 35J has two internal tank groups with a total capacity of approximately 2700 litres. Each tank group also has a small buffer tank to facilitate fuel flow in inverted flight. >Two external tanks with 525 litres each can be fitted under the fuselage.

The 35J model could optionally be fitted with two additional drop tanks on the wet outer wing pylons. These tanks were normally only used for ferrying missions. Wing tanks are not implemented in Draken 5.0.

The external tanks are jettisoned with the Drop Tanks 1 command. See also Drop tanks.

In Prepar3D the main tank groups in Draken are represented by Center, the buffer tanks by Left Aux, and the drop tanks by External 1.

Fig. 49 -  Prepar3D Fuel and Payload dialog

Fuel control

The Main Fuel Valve and Afterburner Fuel Valve switches on the Engine Panel control the low pressure fuel valves for engine and afterburner. Both switches must be ON during flight. The LT indicator light will be lit when either of these switches are OFF.

Fig. 50 -  Engine panel

Fig. 51 -  Front panel right side

The Drop Tanks Indicator shows two white fields when the drop tank fuel valve switch is ON and there is fuel in the external tanks.

The drop tank fuel valve switch (MÄTSYSTEM FTANK) controls the low pressure fuel valves for the external tanks.

When the drop tank fuel valve switch is OFF, fuel will be supplied from the main tanks, alternating between front and rear groups to maintain the center of gravity. The fuel gauge needles for the forward (F) and rear (B) groups should not differ more than 5%.

When the drop tank fuel valve switch is ON, fuel will be supplied from the external tanks. The fuel gauge indicates remaining fuel in the external tanks, with 40% as maximum (80% with wing tanks). When the external tanks are empty or the drop tank fuel valve switch is OFF, the drop tank fuel valves close and the main tank valves open. The fuel gauge will automatically switch to measuring the main tanks, and the white fields on the Drop Tanks Indicator will disappear.

Engine control panel

Fig. 52 -  Engine control panel – overview

Exhaust temperature control

Airspeed/Mach indicator

Fig. 55 -  Airspeed/Mach indicator unit

The Airspeed/Mach Indicator is controlled by the CPU, which reads the nose pitot tube pressure.

The Mach scale is linear between M 0.5–2.0, with an index at cruise Mach (M 0.9).

The V_i scale is linear from 150–350 kmh and logarithmic from 350–1400 kmh. The scale has indices for V₂ (270 kmh), V_ref (375 kmh), and V_NE (1350 kmh).

A white rectangular field on the lower part of the airspeed scale indicates AC bus failure. The indication disappears when the engine speed exceeds 27 % and the alternator bus is switched on.

Distance/Altitude/Command indicator

Fig. 56 -  Distance/Altitude/Command indicator unit

The left scale shows the distance to the currently selected navaid in ranges 0–40 km or 0–400 km depending on the setting on the PN-594 control panel, see PN-594/A navigation radar.

The right scale shows the standard pressure altitude in kilometers at 1013.25 hPa (QNE). The tape indicator indicates kilometers, the dot indicates hundreds of meters.

The window at the top shows STRIL mission control information (not implemented).

The small arrow indicates target altitude (not implemented).

Altimeter

Fig. 57 -  Altimeter

The altimeter shows the pressure altitude in meters, calculated by the flight computer. The needles are driven by an electrical stepper motor, which means that needle movement is not fluid but in small increments and the reaction can be slightly delayed.

To set the altimeter, place the cursor on the pressure setting knob and rotate the mouse wheel. Pressure setting is in millibars (hPa).

FLI 35 Instruments

Fig. 58 -  FLI 35 main instruments

FLI 35 Control unit

Fig. 59 -  FLI 35 Control Unit

The Control Unit is used to select the FLI 35 operation mode and to program waypoints. The display on the Indicator Unit can be dimmed with the LJUS knob.

The SYNK button and the FIX LED indicator are not functional in this simulation.

Programming FLI 35 waypoints

1. On the FLI 35 Control Unit, select IN B/LS to enter programming mode.

   The Indicator Unit will now alternately display waypoint slot number and waypoint code.

2. On the Indicator Unit, press B/LS repeatedly to select the desired waypoint slot (1 to 10).

3. On the Control Unit, press CLR to clear the selected waypoint.

4. Use the keypad to enter a waypoint code (e.g. 9010 for Ängelholm F10 AB).

   See Appendix 4: PN-594 Nav stations for a list of waypoint codes.

5. Press ENT to store this waypoint in the current slot.

6. Press B/LS to select the next slot and repeat steps 3–5 as needed.

7. When finished, set the Mode Selector to NORM.

You can now use the keys on the Indicator Unit to cycle between waypoints and display the distance, bearing and predicted fuel consumption for each leg.

FLI 35 Indicator unit

Fig. 60 -  FLI 35 Indicator unit

PN-594 Control Panel

Fig. 63 -  PN-594 control panel

The NAV dials are used in combination to select the two-letter ANITA station code.

The LANDN dial selects the BARBRO station.

See Appendix 4: PN-594 Nav stations for a list of ANITA/BARBRO codes.

Manual tuning unit

To use standard VOR/ILS navaids for navigation in Prepar3D, a Collins-style VHF tuning unit has been included. This unit is similar to VHF radio tuners that were used in earlier versions of the J 35 and in some export versions. It was not present in the real J 35J.

Fig. 64 -  Navigation radio selector / manual tuning unit

Toggle the MHz/PN-59 switch to choose between VOR or PN-594 navigation.

The ID switch will enable audio when using VOR navigation

Flight director

Fig. 65 -  Flight director crossbars

The horizontal bar is a glide slope indicator for Barbro stations in LANDN40 mode and for ILS in manual mode.

The vertical bar works like a standard LLZ indicator for Barbro stations in BARBRO mode and for VOR/ILS in manual mode. In LANDN40 mode it will guide you into an optimal turn until you are exactly on the localizer course.

The crossbar illumination brightness is controlled with the KORSVISARE dimmer on the weapons control panel.

Radio control panel ME3

Fig. 67 -  Radio control panel ME3

The ME3 panel is used to select communication radio modes and to set the frequency for FR21 (COM2).

The error light indicates radio failure.

Radio control panel ME1

Fig. 68 -  Radio control panel ME1

The ME1 panel controls FR28 (COM1).

The BASE selector and channel keys are used in combination to select one of 350 preset channels for TWR, TMC, etc. at 69 Swedish air bases. See Appendix 3: FR28 Radio channels for a list of airfields and channels.

The STRIL group selector and channel keys are used to select UHF channels.

When the minus key (–) is pressed, the com frequency is set manually with the two knobs to the left of the LED frequency display.

The FM/AM switch has no function in this version.

Radio control panel ME2

Fig. 69 -  Radio control panel ME2

The ME2 control panel is used to select STRIL data channels for FR21. As STRIL is not implemented in this simulation, the ME2 panel has no actual function.

PN-837/A SSR transponder

Fig. 70 -  PN-837/A SSR transponder

The PN-837/A SSR transponder operates in the civilian modes 3/A and C.  

PN-79 IK transponder

Fig. 71 -  PN-79 transponder

The PN-79 transponder which is located on the right side console is a military IFF unit operating in encrypted mode.

As IFF is not implemented in this simulation the panel has no function.

Altitude hold mode (HÖJD)

In this mode the aircraft will lock to the current altitude. If the bank angle is less than 15 degrees when this mode is activated, the wings will also be leveled. The HÖJDV indicator light (altitude hold) will flash until altitude is stable, then it will show a steady light.

The SVÄNG (turn setting) knob on the autopilot control panel will bank the aircraft left/right in 15 degree increments.

In the transsonic speed range (M 0.95–1.05) the autopilot will change temporarily to attitude hold mode, and the HÖJDV warning light will flash. When the aircraft exits the transsonic speed range, the autopilot will change back to altitude hold mode. The mode indicator on the autopilot panel will not change.

Fig. 73 -  Altitude hold light

Attitude hold mode (ATTITYD)

In this mode the aircraft will hold the current pitch attitude. If the bank angle is less than 15 degrees when this mode is activated, the wings will also be leveled. The Pitch Adjust lever will adjust pitch up/down in 1 degree increments.

The SVÄNG (turn setting) knob on the autopilot control panel will bank the aircraft left/right in 15 degree increments.

Damping mode (DÄMPN)

Pitch and yaw damping. This is the default mode which should always be on in manual flight to prevent PIO (Pilot Induced Oscillation).

Trim knobs

The Roll Trim and Yaw Trim knobs will adjust roll and yaw trim in 10 % steps. Trim setting will affect the control surfaces regardless of the autopilot status, and is added to the current roll/yaw attitude in altitude/attitude hold modes.

Autopilot override conditions

In altitude and attitude hold modes the autopilot will disconnect automatically if the joystick is moved abruptly, if one of the attitude indicators is caged, or if G force is above 4 G or below -0.5 G. The autopilot warning light STYRAUT and the master warning light will then light up. There is no acoustic warning.

To reconnect the autopilot and reset the warning lights, press one of the mode select buttons on the autopilot control panel.

Fig. 74 -  Autopilot warning light

The G force override function can be tested with the PROV ACC BRYT switch located on the far right knee panel. Pressing the switch upwards (+) simulates a high positive G condition, and vice versa.

Fig. 75 -  Autopilot override test switch

AOA indicator

Fig. 77 -  AOA indicator

The AOA indicator shows the current alpha angle of attack, which is the angle between the wing chord line and the current movement vector. Drag increases quickly with increasing alpha angle, so this indicator is crucial for maintaining control of the aircraft.

The Stall warning system will alert the pilot if the angle of attack exceeds a limit value.

Superstall (total loss of lift) will occur at AOA >18.

G-force indicator

Fig. 78 -  G-force indicator

The G-force indicator, or G-meter, shows acceleration force in the range -1.5 to +11.5 G. The indicator has a maximum needle which is reset by pushing the reset button on the right side of the meter.

An acoustic warning signal is triggered at approximately +6 G.

The G-force indicator is disconnected when the aircraft is on the ground.

Chronometer

Fig. 79 -  Chronometer

The aircraft chronometer is electrical and shows the current local time in hours/minutes. It has a stopwatch function and a moving index used to monitor flight time.

Before take-off, turn the index ring to align the index with the minute hand. The duration of the flight can then be read from the position of the minute hand vs. the index.

The stopwatch pushbutton will successively start, stop, and reset the stopwatch.

Backup attitude indicator

Fig. 80 -  Backup attitude indicator

The backup attitude indicator is connected to a separate gyro and provides attitude information in case of a malfunction of the FLI 35 system.

Backup altimeter

Fig. 81 -  Backup altimeter

The backup altimeter is located on the left knee panel. The indicator is mechanical and directly fed from an aneroid. It is completely separate from the main altimeter and has its own pressure setting.

Backup airspeed indicator

Fig. 82 -  Backup airspeed indicator

The backup ASI is located on the left knee panel. It shows indicated airspeed from 150–1200 kmh. The backup ASI is completely mechanical and is connected to the stab fin pitot tube, while the main ASI via the flight computer is connected to the nose pitot.

Cabin pressure indicator

Fig. 83 -  Cabin pressure indicator

The cabin pressure indicator is located on the left knee panel. It shows the pressure difference between ambient pressure and cabin pressure.

Cabin air pressure is regulated by a pressure regulator. The pressure difference should be zero up to 3000 m altitude, and then increase with altitude to a maximum of ~0.25 kp/cm2 (24.5 kPa) at 6400 m.

If the pressure difference exceeds 26 kPa, the KABINTRYCK warning light will be lit.

Stall warning test

The STALLV. TEST button on the left side console can be used to test the stall warning system. Pressing this button will force the angle of attack indicator to just below the stall warning value. Applying back pressure at this point should trigger a stall warning.

Radar screen

The radar screen presentation mode is either B-scope or Tactical Mode (F-scope). Mode switching was automatic during a mission depending on the situation and data from mission control (STRIL). In this simulation you toggle manually between F-scope and B-scope modes with the KONTR switch on the radar control panel (this switch was in reality only for testing purposes).

The radar has two distance ranges, 16 km and 40 km, and two sweep widths, 40 and 120. Antenna elevation can be adjusted, although it has no function in this simulation.

An artificial horizon is displayed on the screen when the radar is active or in standby mode. The gain (brightness) of the CRT screen and the illumination of the etched grid can be adjusted with dimmers on the Weapons control panel.

Fig. 89 -  Radar screen

Radar control panel

The radar control panel is located on the left side wall of the cockpit. Only two of the switches are functional in this simulation.

Fig. 90 -  Radar control panel

The B-scope/F-scope toggle switch was in reality a test mode switch, but in this simulation we use it to manually select presentation mode.

Weapons control panel

The weapons control panel on the right side wall of the cockpit contains the radar master switch and dimmers for CRT gain (brightness) and for the grid and crossbars in the radarscope. The FPLF switch selects whether the antenna should be gyro-stabilized (always horizontal) or fixed (moving with the aircraft).

Fig. 91 -  Weapons control panel

Radar control handle

The radar control handle is a joystick located on the left side in the cockpit. The control handle was used to control the cursor on the radar screen and to quick-select targeting modes and weapons. It has no function in this simulation.

The radar range select switch on the base of the radar control handle is used to select radar range.

Loadout configuration

The weapons shown in the exterior model can be changed using the Loadout Configuration panel.

Earlier versions of Draken (J 35A/B/D) had two 30 mm Aden cannons, but to make space for more avionics the left cannon was removed in models F/J. The 35J had a total of 6 hardpoints for Sidewinders, IR/RR Falcons and air-to-air rockets. Air-to-ground rockets and free-fall bombs could also be fitted, although AFAIK they were never used with 35J.

In this simulation there are 9 preset loadout configurations available, named J1 to J9. You can choose between three different Sidewinder models for each of the preset configurations.

Fig. 93 -  Loadout configuration panel

Selecting weapons

Selection and configuration of ordnance is carried out using the Weapons Control Panel.

The Weapons Indicator to the left of the gunsight shows which weapon is currently selected. Indicator lights R and I will be disabled if RR or IR targeting missiles are not mounted.

Fig. 94 -  Weapons selection and indication

Gunsight

The S-7B3/31 reflector gunsight in J 35J was integrated with the avionics and radar systems, and could be used in either radar-aided or optical mode. It provided aiming information for A/A missiles in radar-aided mode, and for the cannon and A/G missiles in optical mode.

This simulation only includes the optical mode with gyro aiming (diamonds and pipper). The gunsight will be activated if the weapons selector is set to either AKAN (cannon) or any of the missile launch modes, see Selecting weapons.

The targeting range (radius of the gunsight reticle) can be adjusted with the knob on the right side of the gunsight assembly.

Fig. 95 -  Gunsight in J 35J

Please note that targeting is not implemented in this simulation, the gunsight functions are just for fun.