Saab Safari

The Saab MFI-15 Safari, also known as the Saab MFI-17 Supporter in its military configuration, has played a notable role in the history of aviation as a versatile basic trainer aircraft that has served a broad spectrum of air forces around the world. The Safari’s origins trace back to the late 1960s when Saab, in collaboration with Malmö Flygindustri, embarked on an ambitious project to develop a civil/military trainer and general utility aircraft. The prototype, designated SE-301, was first flown on 11 July 1969 and was configured to accommodate two or three seats. Initially powered by a 119 kW Avco Lycoming IO-320-B2 flat-four engine, this early version featured a conventional low-set tailplane—a design element that would later evolve in response to practical operational challenges.

In order to improve the aircraft’s performance and suitability for operations from less-than-ideal airfields, the low tail was subsequently replaced with a T-tail configuration. This modification was specifically aimed at reducing the risk of tail damage during rough field operations, thereby enhancing the aircraft’s operational reliability in austere conditions. The evolutionary design of the Safari was marked by significant testing and development. On 26 February 1971, the prototype underwent another important flight test, this time powered by the more robust Avco Lycoming IO-360-A1B6 engine, a more powerful air-cooled flat-four piston powerplant that would eventually become the standard for the production models. This transition not only underscored the design’s continual refinement but also set the stage for the delineation of the production version as the Saab Safari.

The Safari’s design is characterized by its braced shoulder-wing monoplane structure, which, coupled with a fixed tricycle landing gear and an option for a tail-wheel configuration, offered an optimal balance of simplicity and ruggedness. One of the most distinctive design features of the Safari is its forward-swept wing, a clever innovation intended to prevent the wing root from obstructing the pilot’s lateral view, a critical aspect in training and tactical operations alike. This thoughtful design consideration finds parallels in other aircraft such as the ARV Super2 and the Bölkow Bo 208 Junior, the latter being a license-produced version of the Malmö MFI-9 Junior.

The military demands of the era soon led to the emergence of a variant more precisely tailored for combat training and liaison roles. On 6 July 1972, the military version, initially designated as the Saab-MFI 17, took to the skies. This variant was specifically modified for military training, as well as for roles such as artillery observation, forward air control, and liaison duties. Over time, this tactical derivative came to be known as the Saab Supporter, reflecting its enhanced capabilities and its role in supporting ground operations. In August 1978, the Safari’s experimental evolution continued with the flight of a prototype fitted with a 157 kW Continental flat-six turbocharged engine, designated as the Safari TS. Despite the promising performance of this variant, it did not progress to production.

In parallel with these developments, the Safari design found an international dimension through its adaptation into a kit form. This kit-based version was assembled in Pakistan, where it became known locally as the Mushshak. The Pakistani Air Force, recognizing the utility and adaptability of the design, took delivery of 92 Mushshak aircraft built from kits, followed by a subsequent production run of 120 aircraft assembled entirely in Pakistan. The prolific production highlights the Safari’s appeal not only among private fliers but also within military circles. Of the 250 fully assembled aircraft produced by Saab, a majority were acquired by private operators, a testament to the platform’s reliability and versatility. When combined with the 212 aircraft produced through the Pakistani completely-knocked-down (CKD) assembly process, a total of 462 Safari aircraft emerged as part of a significant chapter in aviation production history.

The significance of the Safari extended even further with international military procurements. Notably, the Royal Norwegian Air Force procured their Safaris in 1981, and as the decades passed many of these aircraft continued to serve in operational roles. For instance, by the 2020s, 16 Safari aircraft remained stationed at Bardufoss Air Station, a clear indicator of the enduring utility and resilience of the design. During the 1980s in Sweden, the Safari platform also inspired experimentation with the MFI-18 variant—a version featuring a stretched wing constructed from composite materials and equipped with provisions for skis. Although the MFI-18 never entered mass production, the experimentation underscored Saab’s commitment to exploring alternative construction techniques and operational profiles.

Apart from its conventional duties as a trainer, the Supporter variant earned a reputation for its effectiveness as a counter-insurgency (COIN) aircraft. Historical combat experiences, including those with its earlier relative, the MFI 9B Minicom during the Biafran Civil War, had demonstrated the tactical advantages of a small, nimble aircraft capable of carrying an assortment of underwing weapon stores, such as rockets and gun pods. This combat-oriented evolution transformed the Supporter into an aircraft that could provide close air support while retaining the fundamental characteristics that had initially made the Safari a popular training aircraft.