As the design was refined, plans to use the indigenous STAL Dovern turbojet engine were put aside due to technical difficulties in favour of the license-built Rolls-Royce Avon powerplant.

During its lengthy operational life, the Lansen also served in secondary roles, including as an electronic warfare platform, target tug, and research aircraft.

[citation needed] On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued, formally initiating development work upon the P1150.

[4][6] The requirements laid out by the Swedish Air Force for the P1150 were demanding: it had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location.

[5] In response, Saab elected to develop a twin-seat aircraft with a low-mounted wing, and equipped with advanced electronics.

[6] The P1150 would break new grounds for the Swedish Air Force, being their first two-seat jet aircraft, and the first to carry a built-in search radar.

Triangular fences were added near the wing roots during flight testing in order to improve airflow when the aircraft was being flown at a high angle of attack.

These two models differed substantially from the first, the J 32 B being fitted with a new engine for greater flight performance along with new navigation and fire control systems.

[4] The Saab 32 Lansen had a straightforward general arrangement, being one of the first aircraft in the world to be specifically developed to fly attack missions.

[6] The Lansen's nose also contained the Ericsson mapping and navigation radar, the forward antenna of which was housed in a large blister fairing underneath the fuselage, directly forward of the main landing gear; this radar worked in conjunction with the Rb 04C anti-ship missile, one of the earliest cruise missiles in western service.

hydraulically-boosted ailerons and large Fowler flaps on the wings comprised the primary flight control surfaces, as did the hydraulically assisted elevators of the powered tailplane; a total of four airbrakes were also present on the sides of the rear fuselage.

[10] In December 1955, deliveries of the A 32A attack variant formally commenced, allowing the swift retirement of the last piston-powered B 18 bomber from Swedish service shortly thereafter.

[20] The accidents were due to a combination of technical faults, the aircraft not being ready for service, and training deficiencies in regards to flying at night and in adverse weather.

The crash's causes were suppressed from the public by the Flygvapnet press office; as the victims were civilians, they were not included in official accident statistics.

The replacement of the A 32A formally began in June 1971, the more advanced Saab 37 Viggen being slowly used to take over its attack responsibilities.