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From 46-21140173-9-christian.gabriel=shortnote.de@mail.fatwayzbn.us Tue Nov 29 16:17:04 2016
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From: "shed fat" <contact@fatwayzbn.us>
To: <christian.gabriel@shortnote.de>
Subject: *****SPAM***** Drink this, shed fat
Date: Tue, 29 Nov 2016 10:16:20 -0500
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Content preview: This email must be viewed in HTML mode. Drink this, shed fat
Doctors Stunned by Results From this Simple Drink [...]
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Date: Tue, 29 Nov 2016 10:16:20 -0500
From: "shed fat" <contact@fatwayzbn.us>
Reply-To: "shed fat" <contact@fatwayzbn.us>
Subject: Drink this, shed fat
To: <christian.gabriel@shortnote.de>
Message-ID: <3uo1t6kgwy86kyk8-tqelhtvgaa6dqxtp-14292cd@fatwayzbn.us>
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<style type="text/css">The Viggen was initially developed as an intended replacement for the Saab 32 Lansen in the attack role and later the Saab 35 Draken as a fighter. In 1955, as Saab's prototype Draken, the most aerodynamically advanced fighter in the world at that point, performed its first flight, the Swedish Air Force was already forming a series of requirements for the next generation of combat aircraft; due to the challenging nature of these requirements, a lengthy development time was anticipated, with the first flight intended to be no early than the middle of the next decade. Between 1952 and 1957, the first studies towards what would become the Viggen were carried out, involving the Finnish aircraft designer Aarne Lakomaa. Over 100 different concepts were examined in these studies, involving both single- and twin engine configurations, both traditional and double delta wings, and canard wings. Even VTOL designs were considered, with separate lift engines, but were soon identified as being unacceptable.
From the onset, the Viggen was planned as an integrated weapon system, to be operated in conjunction with the newest revision of Sweden's national electronic air defense system, STRIL-60. It was used as the nation's standard platform, capable of being efficiently adapted to perform all tactical mission roles. Other requirements included supersonic ability at low level, Mach 2 performance at altitude, and the ability to make short landings at low angles of attack (to avoid damaging improvised runways). The aircraft was also designed from the beginning to be easy to repair and service, even for personnel without much training.
One radical requirement of the proposed aircraft was the ability for it to be operated from straight stretches of rural highways only 500 meters long; this was considered critical to reducing the vulnerability to attack in the event of a pre-emptive strike upon the nation through the dispersal of aircraft from established airbases to more austere improvised landing strips. In order to enable such operations, this imposed several critical demands upon the design, including a modest landing speed, no-flare touchdown, powerful post-landing deceleration, accurate steering even in crosswinds on icy surfaces, and high acceleration on take-off.
In 1960, the U.S. National Security Council, led by President Eisenhower, formulated a military security guarantee for Sweden, promising US military help in the event of a Soviet attack against Sweden; both countries signed a military-technology agreement. In what was known as the "37-annex", Sweden was allowed access to advanced U.S. aeronautical technology which made it possible to design and produce the Viggen much faster and more cheaply than would otherwise have been possible. According to research by Nils Bruzelius at the Swedish National Defence College, the reason for this officially unexplained U.S. support was to protect U.S. Polaris submarines deployed just outside the Swedish east coast against the threat of Soviet anti-submarine aircraft. However, Bruzelius' theory has been discredited by Simon Moores and Jerker Widén. The connection also appears doubtful due to the time scale – the Viggen's strike version only became operational in 1971, and the fighter version in 1978, by which time Polaris had already been retired.[citation needed]
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