FFVS J 22

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1942 fighter aircraft family by FFVS

title: "FFVS J 22" type: doc version: 1 created: 2026-02-28 author: "Wikipedia contributors" status: active scope: public tags: ["1940s-swedish-fighter-aircraft", "single-engined-tractor-aircraft", "aircraft-first-flown-in-1942", "aircraft-with-retractable-conventional-landing-gear", "low-wing-aircraft", "single-engined-piston-aircraft"] description: "1942 fighter aircraft family by FFVS" topic_path: "geography/sweden" source: "https://en.wikipedia.org/wiki/FFVS_J_22" license: "CC BY-SA 4.0" wikipedia_page_id: 0 wikipedia_revision_id: 0

::summary 1942 fighter aircraft family by FFVS ::

::data[format=table title="Infobox aircraft"]

Field	Value
name	FFVS J 22
image	FFVS J22.jpg
caption	An FFVS J 22 on static display at the Swedish Air Force Museum, in the markings of Östgöta Wing (F 3), code "L".
type	Fighter
national_origin	Sweden
manufacturer	Kungliga Flygförvaltningens Flygverkstad i Stockholm (FFVS)
designer	Bo Lundberg
first_flight	20 September 1942
introduction	October 1943
retired	1952
status	Retired
primary_user	Swedish Air Force
produced	1942–1946
number_built	198
::

The FFVS J 22 was a Swedish single-engine fighter aircraft developed for the Swedish Air Force during World War II.

Development

At the onset of World War II, the Swedish Air Force (Flygvapnet) was equipped with largely obsolete Gloster Gladiator (J 8) biplane fighters. To augment this, Sweden ordered 120 Seversky P-35 (J 9) and 144 Vultee P-66 Vanguard (J 10) aircraft from the United States. In October 1940, the United States declared an embargo against delivering the remainder of the orders to Sweden (60 P-35s had been delivered). Flygvapnet suddenly faced a shortage of modern fighters. Several other foreign alternatives were considered: the Soviet Polikarpov I-16 and I153 were considered obsolete, the Finnish VL Myrsky was rejected due to its all-wooden construction and while Japan offered the Mitsubishi A6M, delivery from Japan was impractical. A batch of Fiat CR.42 Falco (J 11) biplanes and Reggiane Re.2000 Falco (J 20) were eventually purchased but this was clearly an interim solution.

It was decided to design a new fighter to meet Flygvapnets needs. As Saab was running at full capacity building its single-engine Saab 17 and twin-engined Saab 18 bombers, a new organisation was set up to design and build the new aircraft, the Kungliga Flygförvaltningens Flygverkstad i Stockholm ("Royal Air Administration Aircraft Factory in Stockholm", FFVS). The design team would be led by Bo Lundberg.

::quote

|quote = This was one of the finest aircraft that I have ever flown. The responsiveness of the controls and overall handling was exceptionally nice. It was not a high altitude fighter but up to about 5000 m (16,000 ft) it could hold its own very well. We flew mock dog fights with P-51 Mustangs and they could not catch us below 4000 m (13,000 ft) but if the fight was higher than that we had to be very careful. At altitudes above 6000 m (19,500 ft) it was getting sluggish and at 9000 m (29,000 ft) it was not much power left. Stalls in turns and straight forward were usually not a problem. If you pulled really hard in turn it would sometime flip over on its back. The first version, the 22-A, did not have much fire power, but the 22-B was better. |author = —Ove Müller-Hansen (pilot) |source = |width = 45% |align = right }}

The new aircraft, designated J 22, was a mid-wing cantilever monoplane with a retractable undercarriage and an enclosed cockpit. The narrow-track main landing gear retracted rearward entirely within the fuselage. To minimise the use of strategic materials, the aircraft was of mixed steel and wood construction, with a plywood-covered molybdenum steel tube fuselage covered by moulded plywood panels, and wings with welded steel spars and ribs covered by plywood. Power came from a Swedish copy of the Pratt & Whitney R-1830 Twin Wasp, manufactured by Svenska Flygmotor without a license at the time, although some sources state that after the end of the war, Svenska Flygmotor volunteered to pay a licence fee, with a symbolic US$1 eventually being agreed.

While the two prototypes would be built at the Flygtekniska försöksanstalten (National Aeronautical Research Institute), production aircraft would be assembled by a factory at Stockholm Bromma Airport which would be built by, and leased from the Swedish airline AB Aerotransport. Extensive use was made of sub-contractors, many of which (such as AGA, and Hägglund & Söner) were outside the aviation industry, to build sub assemblies of the J-22.

The first prototype J 22 made its maiden flight on 20 September 1942 from Bromma airport, with the second prototype flying on 11 June 1943. While both prototypes were destroyed in crashes, on 19 June and 20 August 1943 respectively, production had already been started prior to the prototypes flying. Deliveries of production J 22s, to the F9 air wing at Gothenburg, began in October 1943. While delivery of the 198 production aircraft was planned to be completed by 1 July 1946, strike action by factory workers disrupted these plans, and the final 18 J 22s were assembled by the Flygvapnet workshops at Arboga. The last J 22 was delivered on 6 April 1946.

Operational history

::figure[src="https://upload.wikimedia.org/wikipedia/commons/3/33/F18-J22.jpg" caption="J 22 ''18'' in 1948"] ::

The J 22 was well-liked by its pilots and possessed good manoeuvrability and responsive controls. Forward visibility on the ground left something to be desired and if the tailwheel was left unlocked and able to swivel during take-off there was the potential to ground-loop.

With 575 km/h (360 mph) from a 795 kW (1,065 hp) engine, the Swedish press called the diminutive fighter the "world's fastest in relation to the engine power". (While this was not absolutely accurate, the J 22 was in the same class as the early marks of Supermarine Spitfire and Mitsubishi A6M [Zero].) J 22 pilots tongue-in-cheek modified this to "the world's fastest in relation to track width", because of the very narrow spacing of the undercarriage.

In mock dogfights with P-51 Mustangs (called J 26 in Swedish service) it was able to "hold its own" up to 5000 m although, above 6000 m, without a good high altitude supercharger, it became sluggish. Because of its simple systems the J 22 was also very easy to maintain and service. The J 22 was retired from service in 1952.

Surviving aircraft

Five examples of the J 22 have been preserved.

Three examples are owned by the Swedish Air Force Museum, at Malmslätt, Östergötland, site of the former F 3 air wing.

22280 F 3 Red L is on static display at the museum itself.

22185 F 10 Red K is located at the Ängelholms Flygmuseum at the former F 10 air force wing outside Ängelholm, Skåne. This example is able to taxi under its own power.

22149 is owned by Svedinos Bil- Och Flygmuseum (Svedinos Automobile and Aviation Museum), in Ugglarp, Halland. This aircraft is currently undergoing restoration to flying condition in Sweden.

Two more J 22 incomplete airframes survive. 22216 is owned by the Swedish Air Force Museum with 22236 one being owned privately. They are planned to be combined with each other and restored to flying condition.

Variants

J 22-1 or J 22A : Originally called J 22 UBv "Ursprunglig Beväpning" (original armament). First production version, 2x 8 mm and 2x 13.2 mm machine guns, 141 built. J 22-2 or J 22B : Originally called J 22 FBv "Förbättrad Beväpning" (improved armament). Armed with 4x 13.2 mm machine guns, 57 built. S 22-3 or S 22 : Nine J 22-1 equipped for reconnaissance in 1946, restored to fighters in 1947. Used a spaningskamera Ska4 (recce camera Ska4) in the tail.

Operators

; Sweden Sweden

Swedish Air Force

Specifications (J 22A)

|ref=F.F.V.S. J22 Fighter Aircraft |prime units?=met General characteristics

::::2000 kg J 22A |gross weight kg=2835 |gross weight note=

::::2760 kg J 22A |max takeoff weight kg= |max takeoff weight note= |fuel capacity= |lift kg= |lift note= 521 L total : (140 L in the fuselage and 381 L in the wings) |more general= Powerplant

|prop blade number=3 |prop name=SFA / Hamilton Standard VP-2M |prop dia m=3.1 |prop dia note=constant-speed propeller

Performance

|max speed kmh=575 |max speed note=at combat power at 3500 m ::::560 km/h at max. continuous power at 4300 m ::::510 km/h at combat power at sea level ::::480 km/h at max. continuous power at sea level |cruise speed kmh=500 |cruise speed note=at 75% power at 4000 m

Approach speed: 170 -
Landing speed: 140 km/h |stall speed kmh=137 |stall speed note=landing configuration ::::165 km/h clean |never exceed speed kmh=650 |never exceed speed note=IAS |range km=1270 |range note= |combat range km= |combat range note= |ferry range km= |ferry range note= |endurance= |ceiling m=9300 |ceiling note=
Absolute ceiling: 13000 m |g limits=+6g (+10g ultimate) at 2835 kg |roll rate= |climb rate ms=15.7 |climb rate note=max |time to altitude= |wing loading kg/m2=177.2 |wing loading note= |fuel consumption kg/km= |power/mass=0.17 hp/lb

|more performance= Armament

|guns= 4 × 13.2 mm akan m/39A with 250 rpg (FN Herstal M.1939 machine guns license built by LM Ericsson) J 22-2 / J 22B

::::J 22-1 / J 22A 2 × 8 mm ksp m/22 with 500 rpg (license-built AN/M2 machine guns) + 2 × 13.2 mm akan m/39A with 250 rpg |avionics=

References

Notes

Bibliography

Angelucci, Enzo. The Rand McNally Encyclopedia of Military Aircraft, 1914–1980. San Diego, California: The Military Press, 1983. .
Donald, D, Lake J. (eds.) (1996) Encyclopedia of World Military Aircraft. AIRtime Publishing.

References

[http://www.hobbybokhandeln.se/j22/comp1000.htm Comparison with fighters 1,000 to 1,1150 hp] {{webarchive. link. (2010-12-22 Retrieved: 22 June 2008)
[https://web.archive.org/web/20120213150814/http://www.hobbybokhandeln.se/j22/pilot.htm Pilot's views on J 22] Retrieved: 22 June 2008
"J 22B/J 22-2". Flygvapenmuseum.
(8 April 2024). "Flygplan FFVS J22 "Röd Kalle"".
"Projekt".
(January 2003). "F.F.V.S. J22 Fighter Aircraft : From a technical perspective Service in the Swedish Airforce 1943-1952".

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