Saab 340

Saab 340
Industry	Aerospace, Aviation
Founded	January 25, 1983; 43 years ago in Linköping, Sweden
Founder	Saab AB and Fairchild Aircraft (collaboration)
Defunct	1999
Fate	Production ended; Saab ceased civil aircraft manufacturing by 2005
Successor	Saab 2000 (larger variant)
Headquarters	Linköping, Sweden
Area served	Worldwide (operated by 34 airlines as of 2018)
Products	Regional turboprop aircraft
Owner	Saab AB (sole after 1985)

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The Saab 340 (also known as the Saab SF340) is a twin-engine turboprop aircraft originating from Sweden, initially developed and manufactured through a collaboration between Saab AB and Fairchild Aircraft. It was engineered to accommodate between 30 and 36 passengers. As of July 2018, approximately 240 units remained active, operated by 34 distinct airlines.

The production responsibilities were divided with Saab handling the fabrication of the all-aluminum fuselage and vertical stabilizer, as well as final assembly in Linköping, Sweden. Fairchild was tasked with producing the wings, empennage, and engine nacelles mounted on the wings. After Fairchild ended its involvement in 1985, these components' manufacturing was relocated entirely to Sweden.

The Saab 340 made its inaugural flight on 25 January 1983. In the early 1990s, Saab introduced a larger variant named the Saab 2000. Despite this expansion, both models experienced declining sales due to fierce competition in the regional aircraft sector. This downturn led Saab to discontinue production of both models by the late 1990s amid financial difficulties.

Development

File:Mesaba Airlines Saab 340 (3372416219).jpg

2+1 passenger cross-section.

Origins

In the 1970s, Swedish aerospace company Saab AB began shifting focus towards the commercial aviation market.^[1] By 1974, Saab committed to developing its first significant civilian aircraft after primarily producing military planes. Internal analyses conducted during the late '70s suggested that an efficient short-haul airliner should be designed to carry approximately 30 passengers.^[2] The decision was made to utilize turboprop engines, which offered greater fuel efficiency despite lower speeds compared to turbofan engines—a choice likely influenced by the elevated oil prices of that era, such as those stemming from the 1973 oil crisis. According to Gunnar Eliasson, although selecting a turboprop made the aircraft less appealing compared to jet-powered alternatives, the chosen General Electric CT7-5A2 engine remained competitive against contemporary jet engines.^[3] The aircraft was intended to deliver jet-like performance within its short-range operational role.^[4]

By the late '70s, developing this regional airliner had become Sweden's largest industrial project and was deemed too extensive for Saab alone.^[3] Consequently, in January 1980, Saab formed a partnership with US-based Fairchild Aircraft to jointly develop and produce the new regional aircraft. Fairchild took charge of manufacturing components such as wings, tail assemblies, and engine nacelles while Saab covered approximately three-quarters of development costs along with system integration and certification.^[4] Reflecting this collaboration, the model was designated SF340.^[3] The timing of this project aligned fortuitously with deregulation of US airlines under the Airline Deregulation Act of 1978, which significantly boosted sales prospects in subsequent years.^[1]

The Saab 340 incorporated several design and manufacturing methods derived from Saab's military aircraft programs like the then-developing Saab JAS 39 Gripen multirole fighter. One notable innovation was replacing traditional rivets on aluminum structures with diffusion bonding techniques to reduce weight.^[5] Its maiden flight occurred on January 25, 1983. Shortly after entering service in 1984, it became the world’s top-selling commuter aircraft.^[6] By 1987, Fairchild had withdrawn from the program entirely as it scaled back its aviation operations, leaving Saab solely responsible for all further production of the model.^[4]

Further development

File:SE-ISE Saab 340 Nextjet VBY.jpg

Planform view illustrating a straight wing

In 1985, following Fairchild's exit from aircraft manufacturing after producing the initial 40 units, Saab removed the Fairchild branding and continued the project independently, designating the aircraft as the Saab 340A. A total of 159 units of this model were produced. The year 1989 saw the introduction of an upgraded version, the second-generation 340B, which featured enhanced engine power and larger horizontal stabilizers; later versions of the 340B also incorporated an active noise control system. Production of this variant reached 200 aircraft. By 1994, Saab launched the final third-generation model, the 340B Plus, which incorporated refinements simultaneously being applied to the larger Saab 2000, itself derived from the 340 series. One hundred aircraft of this type were completed, bringing the total number of B models to 300. The Saab 340 typically accommodated between 30 and 36 passengers, with a standard layout of 34 seats. The last two units manufactured were configured in the older 36-seat arrangement for Japan Air Commuter.

A significant advancement in the 340B Plus was the integration of an active noise and vibration control system within the cabin, effectively lowering noise and vibration levels by approximately ten dB during cruise flight. While this feature was optional on earlier 340B models—selected by around 30 aircraft—it became standard equipment on all 340B Plus units, along with extended wingtips that had previously been an option. Additionally, the third-generation models presented a more contemporary cabin interior and relocated the lavatory from the rear passenger area to immediately behind the cockpit in most units, thereby expanding cargo space by eliminating intrusion into the cargo bin. The active noise control system was made standard across all Saab 340Bs starting in 1994; notably, the first-ever 340B Plus (the third produced) was delivered new to Hazelton Airlines in Australia in 1995, later serving Rex Airlines, and currently operated by the Japanese Coast Guard. This noise reduction system could also be retrofitted into existing aircraft.

In 1997, Saab issued cautious statements regarding the future of the 340 program, hinting at a possible production line closure while assuring continued comprehensive support for current operators if production ceased. On December 24, 1997, Saab officially announced its decision to end production of both the 340 and 2000 models due to losses amounting to SKr3 billion ($386.4 million) over three years. By late 1998, as production gradually wound down toward termination, Saab disclosed ongoing discussions with interested parties—including companies from India and China—exploring potential transfer of the 340 production line. The final Saab 340 was delivered on June 8, 1999, culminating in nearly 460 aircraft produced overall. Production of all variants ceased that same year, and Saab ultimately terminated all civil aircraft manufacturing activities by 2005.

Eliasson noted that one contributing factor to Saab’s decision to halt the project was its choice to equip the aircraft with turboprop engines rather than jets; another significant influence was the intensifying competition within a regional airliner market heavily influenced by political factors and government subsidies enjoyed by rival airlines—commitments which the Swedish government declined to extend to Saab’s civil aviation endeavors. According to Sören Eriksson and Harm-Jan Steenhuis, although the Saab 340 offered higher speeds compared to jet competitors like the Fokker 100 and British Aerospace 146, it lacked distinct advantages in payload or range. As competition intensified with newer entrants such as the Bombardier CRJ200 and Embraer ERJ 145 family, which outperformed it in key areas, sales for the Saab 340 declined accordingly.

Derivatives

File:S 100B at Malmen 2010-06-13 2.jpg

Saab 340 AEW&C equipped with Erieye radar

In the early 1980s, Sweden's Defence Materiel Administration (FMV) commissioned the Swedish electronics firm Ericsson to create an appropriate radar system for an airborne early warning (AEW) platform. Shortly thereafter, this radar system was integrated with the Saab 340 aircraft. Multiple military versions of the model were developed, such as the Saab 340 AEW&C, 340AEW-200 and 340AEW-300, all designed for airborne early warning and control (AEW&C) missions.

Throughout the 2010s, Saab actively marketed the 340 for roles in maritime patrol. A dedicated variant named the 340 MSA was proposed, intended to be outfitted with a range of sensors and combat systems to undertake anti-surface and anti-submarine warfare operations, along with capabilities in signals intelligence and extended search and rescue missions. In June 2014, Anders Dahl, Saab Singapore's head, presented the 340MSA and noted ongoing discussions with various countries interested in this model, highlighting a growing demand for maritime patrol aircraft within Southeast Asia.

Operational history

The first Saab 340 was delivered on 6 June 1984 to its launch customer, Swiss airline Crossair. Just a week later, the aircraft completed its inaugural revenue flight carrying passengers, including notable figures such as Pope John Paul II.

In 1989, US regional carrier American Eagle placed a substantial order for fifty Saab 340Bs, with options for an additional fifty units. However, during the 1990s, shifts in market conditions and demand for turboprop regional airliners led to significant changes; notably, in October 1999, AMR Eagle announced plans to retire its Saab 340 fleet. Confronted with declining market interest and reduced value for the model, Saab decided to cease production in 1999.

Despite halting manufacturing, Saab continued to develop and promote the 340 across civil and military sectors. In July 2001, Saab partnered with Piedmont Hawthorne to resell pre-owned regional 340 aircraft targeting corporate clients. By April 2002, Canadian firm Field Aviation was contracted by Saab to convert earlier 340A models into freighter configurations.

Even after production ended, a significant number of Saab 340s remained operational commercially over subsequent decades. By 2006, turboprop aircraft experienced renewed popularity partly driven by rising fuel costs. That year saw Saab secure its largest leasing agreement ever for the type, supplying twenty-five aircraft to Australian carrier Rex Airlines. Approaching late 2010, Saab explored extending the certified service life of the Saab 340 beyond its standard Maintenance Review Board limit of 60,000 flight hours, aiming to increase it up to 75,000 hours.

The fleet maintained active service well into the following decade. After the merger of US airlines Northwest Airlines and Delta Air Lines in late 2008, Delta announced plans to establish a new Saab 340 operating base in Atlanta, replacing twelve ATR 72s with forty-nine former Northwest Saab 340s. In early 2009, Russian airline Polet Flight entered discussions with American Eagle to lease twenty-five Saab 340s to expand its regional route network.

Variants

File:Saab 340A (SP-KPV) of SprintAir arrives Birmingham Airport, England 27June2019 arp.jpg

SprintAir freighter with obscured windows

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Japan Coast Guard SAR model featuring a ventral radome

Saab 340A: This model is a commuter aircraft accommodating 30 to 36 passengers, equipped with two General Electric CT7-5A2 turboprop engines delivering 1,735 shp (1215 kW) each. Units numbered from 340A-001 to 340A-159 were produced in passenger, VIP, and freight configurations.
Saab 340AF: A cargo-adapted version of the Saab 340A designed for commercial freight operations. Its initial operator was Castle Aviation in 2004.
Saab 340B: A commuter airliner seating between 33 and 36 passengers, powered by two General Electric CT7-9B turboprops rated at 1,870 shp (1394 kW) each. Production units range from 340B-160 to 340B-359.
Saab 340BF: A freight-modified variant derived from the Saab 340B for commercial cargo purposes.
Saab Tp 100: A VIP transport adaptation of the Saab 340B and B Plus models operated by the Swedish Air Force.
Saab Tp 100A: VIP-configured version based on the Saab 340B platform.
Saab OS 100: A single Tp 100A aircraft converted for use under the Treaty on Open Skies program.
Saab 340B Plus: An enhanced iteration of the Saab 340B, with some units featuring extended wingtip modifications. Serial numbers range from 340B-360 to 340B-459.
Saab 340B plus SAR-200: This maritime search and rescue edition was developed for the Japan Coast Guard, incorporating extended wingtips.
Saab 340A QC: Quick-change configuration designed for rapid transition between passenger and freight roles.

TP 100C

Saab 340 AEW&C: An airborne early warning and control (AEW&C) platform variant.
Saab 340 MSA: Multi-role Maritime Security Aircraft tailored for surveillance tasks including detection, classification, and identification of maritime targets. It is also capable of performing Search-And-Rescue missions and can be outfitted with an auxiliary fuel tank to extend operational range.
Saab 340B ISR: This variant is equipped for intelligence, surveillance, target acquisition, and reconnaissance missions. It served as a demonstrator for the Saab 340 MSA system. Key features include an Active Electronically Scanned Array (AESA) radar and Wescam MX-15 imaging equipment mounted beneath the rear fuselage, along with an MX-20 sensor installed under the forward fuselage. Since 2019, this sole aircraft has been operated by CAE Aviation.
B.L.17: Known as (Thai: บ.ล.๑๗), this is the designation assigned by the Royal Thai Armed Forces to their Saab 340B fleet.

During the 1990s, a lengthened and notably faster derivative called the Saab 2000 was developed and manufactured as an evolution of this aircraft series.

Operators

Saab 340 operated by Regional Express in 2018

Saab 340 operated by Rex Airlines in 2019

As of July 2018, the Saab 340 fleet consisted of 210 aircraft actively flying under the management of 34 different operators worldwide. Leading the list is Rex Airlines, which operates 52 units, along with an additional three aircraft managed by its subsidiary Pel-Air. Other notable operators include Silver Airways with 21 planes, PenAir with 13, SprintAir maintaining a fleet of 12, Link Airways operating 11, Pacific Coastal Airlines with 10, and Castle Aviation operating six aircraft plus two more for PuppySpot. Several other companies maintain smaller numbers of the type.^[7]Template:Needs update

File:Saab 340D, Pacific Coastal Airlines at YVR.jpg

Saab 340 operated by Pacific Coastal Airlines at YVR by Andres Estepa R.

By December 2016, the average usage per aircraft in the fleet stood at approximately 35,277 flight hours and 39,446 cycles, averaging around 0.89 hours per flight segment. This utilization is less than half of the aircraft’s projected operational lifespan, which has been extended from an initial limit of 45,000 hours to a new threshold of 80,000 flight hours and from 45,000 to 90,000 cycles. Consequently, the Saab 340 is expected to continue service for an additional three decades. The most heavily utilized aircraft have logged up to 71,268 cycles and nearly 61,867 flight hours.^[8]

The Saab 340B was engineered by Saab Aerotech with the goal of fulfilling regional airline demands for maximum passenger comfort combined with cost efficiency. The design process was methodical and logical, resulting in an aircraft featuring a pressurized cabin with seating arranged three abreast and powered by two turboprop engines mounted on a low wing configuration. Additionally, this model includes an onboard lavatory for passenger convenience.^[9]

Accidents and incidents

From 1983 through to 2013, the Saab 340 series experienced a total of thirteen hull-loss accidents. These incidents collectively resulted in the loss of forty-eight lives.^[10]

Fatal Accidents

On 4 April 1994, KLM Cityhopper Flight 433 experienced a stall and crashed while attempting to return to Amsterdam Airport Schiphol. The flight crew mistakenly assumed an engine malfunction was occurring. The aircraft disintegrated upon impact, resulting in three fatalities.
On 19 March 1998, Formosa Airlines Flight 7623, operating a Saab 340B, plunged into the sea approximately 11 km from Hsinchu, Taiwan. The crash was attributed to an electrical malfunction combined with pilot disorientation, leading to the deaths of 13 individuals.
After departing from Zürich Airport on 10 January 2000, Crossair Flight 498 sharply banked and entered a rapid spiral descent before crashing into a field near Niederhasli. All ten occupants lost their lives.
On 18 May 2011, Sol Líneas Aéreas Flight 5428, flying from Neuquén to Comodoro Rivadavia, crashed in Prahuaniyeu, Rio Negro Province, Argentina. The Saab 340A (registration LV-CEJ) accident caused the deaths of all 22 people on board.

Aircraft Write-Offs

On 21 February 1990, a Crossair Saab 340A (tail number HB-AHA) suffered an accidental retraction of its landing gear while on the apron at Zürich Airport. Although no one was injured, the aircraft was destroyed. The captain involved, Hans Ulrich Lutz, later perished in the Crossair Flight 3597 accident in 2001.
On 2 January 1993, an Express Airlines Saab 340A crashed hard during landing at Chisholm-Hibbing Municipal Airport due to ice accumulation on the wings. There were no fatalities, but the plane was written off.
On 14 May 1997, Regional Líneas Aéreas Flight operating a Saab 340B was unaware of ongoing runway construction at Francisco de Sá Carneiro Airport. The aircraft ran into a trench, severing its landing gear. No casualties occurred.
On 21 March 2000, an American Eagle Airlines Saab 340B overran the runway at Killeen Municipal Airport, ending up in a ditch. All passengers and crew survived without injury.
An emergency belly landing was performed by an Aerolitoral Airlines Saab 340B on 6 September 2001 after fuel exhaustion near the Las Palmas River in Mexico. The plane landed in farmland; there were no fatalities, but the aircraft was subsequently scrapped.
On 8 June 2005, a Shuttle America Saab 340A operating as United Express reported landing gear issues while approaching Washington Dulles International Airport. Upon touchdown, the gear collapsed causing the plane to skid off the runway onto grass. No injuries were reported; however, the aircraft sustained irreparable damage.
On 13 June 2013, SkyBahamas Airlines Flight 9561 from Fort Lauderdale to Marsh Harbour attempted to land on runway 09 at Marsh Harbour but experienced a hard touchdown followed by four bounces. This caused the right wing to detach and the aircraft to veer off the runway. Despite significant damage including collapse of the right main landing gear and wing fracture, no passengers or crew were harmed.

Specifications (340B)

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Cockpit view during flight

File:FleetAirSaab340CargoCabin.jpg

Interior of the freighter variant

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