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SAAB 340

From SKYbrary Wiki
Name 340
Manufacturer SAAB
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Medium
Type code L2T
Engine Jet
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:

SAAB Tp100
SAAB 340
SAAB Argus
SAAB S100 Argus

SAAB 340

SAAB 340 SAAB 340 3D


Turboprop regional airliner. In service since 1984. Improved, more powerful version 340B since 1989. Last development 340B plus since 1994 which introduced changes developed for the larger SAAB 2000. Military versions TP100 for VIP transport and S100 Argus as AEW platform for Swedish Air Force.

Technical Data

Wing span 21.4 m70.21 ft
Length 19.7 m64.633 ft
Height 7 m22.966 ft
Powerplant 2 x 1.735 SHP GE CT7-5A2 turboprops with 4 blade propellers.
Engine model General Electric CT7

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) kts IAS kts IAS kts IAS kts MACH TAS 280 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 1271 m ROC 2000 ft/min ROC ft/min ROC ft/min ROC ft/min MACH ROD ft/min ROD ft/min MCS kts Distance 1049 m
MTOW 1292712,927 kg
12.927 tonnes
Ceiling FL310 ROD ft/min APC B
WTC M Range 13101,310 nm
2,426,120 m
2,426.12 km
7,959,711.292 ft

Accidents & Serious Incidents involving SF34

  • BE20/SF34, Vicinity Stornoway UK, 2011 (LB LOS HF) (On 31 December 2011 a USAF C12 Beech King Air descended 700 feet below the cleared outbound altitude on a procedural non precision approach to Stornoway in uncontrolled airspace in IMC and also failed to fly the procedure correctly. As a result it came into conflict with a Saab 340 inbound on the same procedure. The Investigation found that the C12 crew had interpreted the QNH given by ATC as 990 hPa as 29.90 inches, the subscale setting units used in the USA. The Saab 340 pilot saw the opposite direction traffic on TCAS and descended early to increase separation.)
  • SF34 / B190, Auckland NZ, 2007 (RI HF) (On 29 May 2007, a Saab 340 aircraft that was holding on an angled taxiway at Auckland International Airport was inadvertently cleared to line up in front of a landing Raytheon 1900D. The aerodrome controller transmitted an amended clearance, but the transmission crossed with that of the Saab crew reading back the line-up clearance. The pilots of both aircraft took action to avoid a collision and stopped on the runway without any damage or injury.)
  • SF34 / E145, Stockholm Sweden, 2002 (RI HF) (Description On 16 December 2002, a Saab 340 being operated by Swedish airline Skyways and arriving at Stockholm on a scheduled domestic passenger flight and an Embraer 145 being operated by Swiss on a scheduled passenger flight from Stockholm to Basel almost collided at the intersection between taxiways ‘Z’ and ‘A’ in normal night visibility. Upon seeing the Saab approaching on a conflicting track, the Embraer 145 was stopped very suddenly and the other aircraft passed within an estimated 3 metres. No persons were injured and neither aircraft was damaged. The diagram below taken from the official report shows the intersection involved.)
  • SF34, Izumo Japan, 2007 (HF RE) (On 10 December, 2007 a SAAB 340B being operated by Japan Air Commuter on a scheduled passenger flight left the runway at Izumo Airport during the daylight landing roll in normal visibility and continued further while veering to the right before coming to a stop on the airport apron.)
  • SF34, Kirkwall Orkney UK, 2003 (LOC GND) (On 12 September 2003, a Saab 340B being operated by UK regional airline Loganair on a scheduled passenger flight from Aberdeen to Kirkwall experienced a loss of pitch control during landing at destination and the rear fuselage contacted the runway causing damage to the airframe. Once the aircraft had cleared the runway, some passengers and some of the hold baggage was removed before the aircraft was taxied to its parking position because of a suspicion that the aircraft might have been loaded contrary to the accepted load and trim sheet.)
  • SF34, Lappeenranta Finland, 2008 (RE HF) (On 31 January 2008 a Saab 340B being operated by Czech airline Job Air on a scheduled passenger service from Helsinki to Lappeenranta under a wet lease contract for a Company called ‘Fly Lappeenranta’ which was not an aircraft operator. During the night landing at Lappeenranta, it departed the left side of the runway after touch down in normal visibility with snow falling. Propeller damage was caused when an attempt was then made to return the aircraft to the runway after the excursion. None of the 16 occupants was injured.)
  • SF34, New York JFK USA, 1999 (HF RE) (An SF34 overan New York JFK 04R after an unstabilised ILS approach in IMC was continued to a deep landing at excessive speed and the aircraft overan into the installed EMAS.)
  • SF34, Santa Maria CA USA, 2006 (WX LOC) (On 2 January 2006, a Saab SF340B, experienced loss of control over Santa Maria, California during climb due to airframe ice accretion following inappropriate operation of the aircraft with respect to icing risk. The flight crew recovered control of the aircraft, and continued to their scheduled destination of Los Angeles International Airport, where they landed without further incident.)
  • SF34, vicinity Mariehamn Finland, 2012 (LOC HF) (On 14 February 2012 a Latvian-operated Saab 340 acknowledged an ATC clearance to make a procedural ILS approach to Mariehamn and then completely disregarded the clearance by setting course direct to the aerodrome. Subsequently, having lost situational awareness, repeated GPWS PULL UP warnings at night in VMC were ignored as control of the aircraft was lost with a recovery only achieved an estimated 2 seconds before ground impact would have occurred and then followed by more ignored PULL UP Warnings due to continued proximity to terrain before the runway was sighted and a landing achieved.)
  • SF34, vicinity Newcastle New South Wales Australia, 2012 (CFIT HF) (On 8 November 2012, the crew of a Saab 340 advised destination ATC at Newcastle in daylight hours that they were 'visual' and were so cleared. The aircraft was then observed to turn towards the lights of an industrial complex 6nm from the airport and descend and ATC intervened to provide guidance to final approach. Investigation found that the experienced Captain was guiding the First Officer, who had gained his professional licence 10 months earlier, towards what he had mistaken for the runway. Descent, perceived by the Captain as on 'finals', continued to 680 feet agl before a climb commenced.)
  • SF34, vicinity Sydney Australia, 2008 (WAKE LOC) (On 3 November 2008, a Saab 340B being operated on a domestic passenger flight by Regional Express AL was tracking in daylight to join a 7nm final for Runway 34R at destination Sydney, when a passenger sustained minor injuries as the result of a transient encounter with turbulence that had led to a momentary loss of control of the aircraft and which was suspected as being of wake vortex origin.)
  • SF34, vicinity Zurich Switzerland, 2000 (HF LOC FIRE) (On 10 January 2000, two minutes and 17 seconds after departure from Zurich airport, at night in instrument meteorological conditions (IMC), a Saab 340 operated by Crossair, entered into right-hand dive and crashed.)
  • SF34/AT72, Helsinki Finland, 2011 (RI AGC HF) (On 29 December 2011 a Golden Air ATR 72 making a daylight approach to runway 22R at Helsinki and cleared to land observed a Saab 340 entering the runway and initiated a low go around shortly before ATC, who had observed the incursion, issued a go around instruction. The Investigation attributed the breach of clearance by the Latvian-operated Saab 340 primarily to poor CRM, a poor standard of R/T and inadequate English Language proficiency despite valid certification of the latter.)
  • SF34/SF34, Vicinity Stornoway UK, 2011 (LOS HF) (On 15 October 2011, a Loganair Saab 340 in uncontrolled airspace and inbound and level at 2000 feet QNH on a procedural non precision approach in day IMC to runway 18 at Stornoway received a TCAS RA ‘DESCEND’ when a second Loganair Saab 340 outbound on the same procedure descended prematurely to the same altitude contrary to ATC clearance. The subsequent investigation concluded that the failure of the controller to re-iterate the requirement to remain at 3000 feet outbound until advised had contributed the crew error. Minimum separation after the TCAS RA was less than 0.1nm horizontally when 500 feet vertically.)